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.)

Reykjavik CTA Sectors & Positions

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

If in doubt about who to contact, check vatglasses.uk, ask the controller via private message (if they are not busy), or wait for a .contactme from the correct controller. The following text is provided for reference, in case pilots want to plan ahead who they may be speaking to.

(Note: VATGlasses, while accurate on an everyday basis, may not be fully accurate during big events like CTP, because the "standard" sectorization system of BIRD may be changed for the event. In such situation, just contact whoever your previous ATC position told you to contact — that controller will have the most up-to-date information.)

The most commonly staffed BIRD_x_CTR position is BIRD_S1_CTR (frequency 119.700.) This position is almost always the first BIRD position to be opened, and when online by itself, will cover the West, South, and East sectors and provide top-down coverage for all of Iceland, the Faroe Islands, and Kangerlussuaq (BGSF) in central Greenland. The vast majority of the time on VATSIM, you will be speaking to this position for everything BIRD-related.

There are, of course, various other BIRD positions available to be opened. Every BIRD position will follow a standard callsign convention: BIRD_xy_CTR

• BIRD — The airspace identifier for the BIRD CTA.
• "x" will be a letter (S, E, or W), indicating which sector the controller is covering (South, East, or West.)
  • All BIRD_Sx_CTR (South sector) positions will also cover the East & West sectors when no East/West sectors are online.
• "y" will be a number from 1-3.*
  • Pilots do not need to worry about what the numbers mean — they are used for internal purposes by ATC.ATC to determine what vertical airspace each controller will cover.
    
• CTR is the normal VATSIM suffix for an enroute ATC position.

E.g., BIRD_S1_CTR, BIRD_S3_CTR, BIRD_W1_CTR, BIRD_E2_CTR...

*For the exceptionally nosy, or those well-versed in ATC: We use these numbers to indicate the appropriate level split, if a sector is being split vertically between multiple controllers. E.g., when BIRD_E1 and BIRD_E2_CTR are both online, they will split the East sector vertically at FL345 — BIRD_E1 takes everything below FL345, and BIRD_E2 takes everything above. This is just one example of many possible "dynamic" vertical splits on BIRD.

You may have noticed that there is no standard BIRD position/logon callsign for the North sector. This is because the North sector is controlled exclusively by Iceland Radio (BICC_x_FSS.) Iceland Radio is a unique position on VATSIM, that for our purposes provides the following services:

• 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 the BIRD West sector is not otherwise covered and workload permits) ATC service in the West sector.
• (If BGGL_FSS/Nuuk Information is offline and workload permits) Flight information service in Nuuk FIR below FL195.
• (If BGSF_TWR/APP are offline and workload permits) Top-down ATC at BGSF (Kangerlussuaq)

Oceanic Airspace & Clearance

Much of the BIRD CTA — with the exception ofexcept some low-level airspace over Iceland and Greenland — is oceanic airspace, forming part of the North Altantic (NAT) oceanic area together with Gander/CZQO, Shanwick/EGGX, New York/KZNY, and Santa Maria/LPPO.

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.

The parts of BIRD CTA which are oceanic airspace are referred to as the Reykjavik Oceanic Area (BIRD OCA.) (Since most but not all of the BIRD CTA is oceanic airspace, "BIRD CTA" and "BIRD OCA" are not entirely synonymous, even though in many contexts they don't have a significant difference in meaning.)

NAT Tracks

ItThe 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.

The latest NAT tracks are published in the NAT Track Message. The most recent track message may be viewed at notams.faa.gov/common/nat.html. The NAT Track Message includes the following key information:

• The routing for each track
• The flight levels permitted for each track
  • Aircraft on a NAT track may fly at any permited flight level published for that track. The usual East/West semi-circular rule (Eastbound flights at odd levels/Westbound flights at even levels) does not apply

E.g., the following excerpt from a track message:

U RIKAL 53/50 54/40 55/30 55/20 RESNO NETKI
EAST LVLS 340 350 360 370 380 390 400
WEST LVLS NIL

...means that track U has the routing "RIKAL 53N050W 54N040W 55N030W 55N020W RESNO NETKI," with valid Eastbound FLs of FL340, 350, 360, 370, 380, 390, and 400, and no valid Westbound FLs.

The NAT OTS changes direction twice daily, based on the prevailing flow of scheduled flights across the North Atlantic. Westbound tracks are valid from 1130-1900z, and Eastbound tracks are valid from 0100-0800z.

• For VATSIM purposes, since the real-life flow of traffic is requirednot relevant (virtual pilots fly both directions across the North Atlantic at all times of day), it is generally acceptable to fly an “expired” track outside of its validity hours, if the latest tracks going the opposite direction have not yet come into effect.
  • E.g., A Westbound flight entering oceanic airspace at 2000z may use the most recent Westbound tracks that expired at 1900z, since the next set of tracks has not been published yet.
  • However, a Westbound flight entering oceanic airspace at 0200z may not use the recently expired Westbound tracks, since the next set of Eastbound tracks are already in effect. Such a flight must file a random routing (i.e., not on a NAT track.)

The tracks are named alphabetically based on their northerliness. E.g., Track A is the northernmost track, then Track B, etc.

The NAT Track Message also contains a Track Message Identification (TMI) number, which helps operators & ATC verify that all flights are using the correct tracks & routings. The TMI number is the current Julian calendar date (i.e., how many days there have been in the year so far.)

• E.g., the 16th of January would have a TMI of 016, and the 5th of March would have a TMI of 064.
• If the NAT track message has to be re-issued for any reason (e.g., correcting an error), then a letter will be added at the end of the TMI (e.g., 064A, 064B, etc.)

Entering Oceanic Airspace

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

(at

HOWEVER, least,if upyou until March 2024, when OCLs are planned to be abolished for the entire North Atlantic.) OCL may be obtained through two methods:are:

• Via natTrak (nattrak.vatsim.net), if you are already airborne.Airborne,
• ViaEntering voice.Reykjavik
  OCA, and
  • If you are departing an Icelandic (BIxx) or Greenlandic (BGxx) airport, or EKVG in the Faroe Islands, you mayHave not usepreviously natTrak.spoken Youto willany receiveother oceanic clearanceATC on(Gander, theShanwick, ground via voice, together with your IFR clearance, from local ATC/AFIS.
  etc.)

IfYou youneed areto already airborne, you will receive OCL fromprovide Iceland Radio (BICC_x_FSS)if online) or Reykjavik Control (BIRD_x_CTR.) (Technically, Iceland Radio is the "primary" position for issuing OCL in the BIRD CTA. However, as it is rarely staffed, usually you will receive OCL from Reykjavik Control/BIRD_x_CTR.)

When requesting OCL, you should havewith the following information ready (yellow indicates information you will very likely be asked for; other information may not be asked for, but you should have it ready nonetheless.)information:

• YourOceanic requestedEntry Mach number (aka Mach speed) in oceanic airspace.
  • If you don't know what this is, see HERE.
• Your requested flight level in oceanic airspace.
  • This is not required when requesting OCL on the ground from BIxx/BGxx/EKVG. (ATC will assume that the level you filed in your flight plan is your requested oceanic level.)
    
  • If you don't specify this, BIRD will assume that you are requesting to enter oceanic airspace at your current flight level.
• Your maximum flight level.
• Your ETA to your oceanic entry pointPoint (OEP), – i.e., the waypoint at which you enter oceanic airspace. (Almost always your first waypoint in theoceanic BIRD CTA.)airspace
  

Requesting OCL via natTrak

natTrak (nattrak.vatsim.net) is a web tool developed by Gander & Shanwick on VATSIM, allowing pilots to request oceanic clearance — and for ATC to deliver it — in a similar way to the real-life datalink clearances used by North Atlantic ATC. We have also adopted this tool

ETA for the BIRDOEP

CTA/OCA.

Mach

ToNumber

learn

Requested howFlight toLevel use– natTraki.e., asintended aflight pilot,level seeat theoceanic Ganderentry

Oceanic

The tutorialhighest here: https://knowledgebase.ganderoceanic.ca/1.0/nattrak/requesting-oceanic-clearance/

NOTE: Not all BIRD/BICC controllers may be using natTrakacceptable (itmaximum) isFlight Level which you can attain at the controller'sOEP

discretion

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 usetransmit it.)your IfRCL a controller is not using natTrak, or if you have waited >15mins without a responsemessage to yourReykjavik clearanceControl. request,The revertNattrak to voice.

Requesting OCL via Voice

If natTrak is not working, the controller is not using natTrak, or if >15mins has passed and your oceanic clearance requestwebsite has not been answeredupdated (...oryet. ifIf you justhave preferpreviously received ATC service from any other oceanic sector, e.g., Gander, Shanwick, etc., you do not need to doprovide thingsReykjavik theControl old-fashionedwith way),a thennew useRCL voicemessage.

Reykjavik Control may respond to requestyour OCL.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: DepartingFly an airport underlying the BIRD CTA

When departing an airport underlying the BIRD CTA, local ATC will issue you oceanic clearance together with your IFR clearance. Call for clearance with your requested oceanic Mach number (as well as the usual things you would include in a clearance request, e.g., the ATIS.)

The combined IFR/oceanic clearance will include the following 6 elements:

• Your IFR clearance limit (generally your destination airport)
• Your departure instructions (SID, radar vectors/departure runway, etc.)
  • Since all SIDs for airports underlying the Reykjavik CTA are only applicable to one runway, if you are assigned a SID, the departure runway will not be specified (since it is implied by the SID.)
  • If you receive other departure instructions, like radar vectors, you will be told the departure runway in your clearance.
• Your oceanic routing after the SID/departure instructions (i.e., the extent of yourcurrent flight plan route(no that lies within the NAT oceanic airspace.)
  • If your entire routing lies within the NAT oceanic airspace (e.g., for flights from Icelandchanges to Greenland, or the Faroe Islands), then this is equivalent to your whole flight plan routing.
• Your initial climb.
  • "Climb via SID to XXX" required)means "climb, following the speed and vertical restrictions of the SID, to [level]"
    
• Your cleared Mach number.
  • This may be different from your original requested Mach number, if necessary due to traffic.
• Your squawk code.

See the example below:

🧑‍✈️ KeflavikReykjavik Delivery,Control, BAW80KA,ICE123, request clearancefor to London Heathrow, with information M, Mach .78.clearance.

🎧 BAW80KA,ICE123, Keflavikgo Delivery, information M is correct, oceanic clearance to London Heathrow via the OSKUM3A departure, RATSU, BARKU, climb via SID FL290, Mach .78, squawk 2143.ahead.

🧑‍✈️ BAW80KAICE123, oceanic entry point is clearedVALDI, toestimating LondonVALDI Heathrow,at OSKUM3A departure, RATSU, BARKU, climb via SID FL290,1234z, Mach .78,79, squawkFL340, 2143.maximum flight level 360.

🎧 BAW80KA,ICE123, readbackroger, correct,fly reportcurrent readyflight forplan.

push

🧑‍✈️ andFly start.current flight plan, ICE123.

Example 2: Amended Passing through BIRD CTA enroute on a random route (non-NAT track)clearance

Most oceanic flights passing throughIf the BIRDaircraft's CTA/OCAflight doplan notmust usebe theamended, NATinstead OTS ("NAT tracks") which are commonly used in Gander/Shanwick. In other words, they areof "randomfly route"current flights.

flight

When approaching the BIRD CTA/OCA (assuming you have not requested clearance via natTrak) on a random route, contact Iceland Radio (BICC_x_FSS) orplan," Reykjavik Control (BIRD_x_CTR)will use the phrase "amended [speed/route/level] clearance," forfollowed oceanicby the details of the amended clearance. Include your requested Mach number and flight level.

See the example below:E.g.,

🧑‍✈️ Reykjavik Control, BAW84,ICE456, request oceanicfor clearance to London Heathrow, Mach .85, FL370.clearance.

🎧 BAW84,ICE456, Reykjavikgo Control, oceanic clearance to London Heathrow via KAGLY, EMBOK, 63 North 50 West, 63 North 40 West, 62 North 30 West,  61 North 20 West, BALIX, from KAGLY maintain FL370, Mach .85ahead.

🧑‍✈️ BAW84ICE456, oceanic entry point is clearedIPTON, toestimating LondonIPTON Heathrowat via KAGLY, EMBOK, 63 North 50 West, 63 North 40 West, 62 North 30 West,  61 North 20 West, BALIX, from KAGLY maintain FL370,1235z, Mach .85.79, FL340, maximum flight level 360.

🎧 BAW84,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.

Example

ATC 3:may Passingalso through BIRD CTA enroute onissue a NATconditional track

instruction

Very(e.g., rarely,cross thea NATwaypoint, tracks do enter the BIRD CTA/OCA. Hence, one may occasionally needclimb/descend to requesta oceaniclevel, clearanceetc.) "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 fromtrack, Reykjavik Control or Iceland Radio.

When requesting clearance, include the NAT track you intend to fly, as well as your requested Mach number and flight level. You shouldwill also have readyverify the current TMI number forwith you prior to oceanic entry, to make sure you are flying the day'scorrect tracks.

If you don't know what a TMI number is, or if you want to learn more about the NAT track system, the Gander Oceanic team on VATSIM has published a great guide: https://knowledgebase.ganderoceanic.ca/1.0/basics/nats/

Unlike in Gander/Shanwick, when issuing an OCL via a NAT track, BIRD/BICC will not include the TMI number in the clearance itself, but the pilot is expected to include it in the readback.

See the example below (note the pilot adding the TMI to the readback, as they should, in bold):

🧑‍✈️Iceland Radio, SAS907, request oceanic clearance to Newark via track A, Mach .79, FL330.

🎧SAS907, Iceland Radio, Reykjavik Control clears you to Newark via track A, from RATSU maintain FL360, Mach .79.

🧑‍✈️SAS907 is cleared to Newark via track A, TMI 272, from RATSU maintain FL360, Mach .79.

🎧SAS907, readback correct.

You may note that in the above example, Iceland Radio issues the clearance, but relays it using the phraseology "Reykjavik Control clears you to..."

This is because, to put it simply, the controller issuing instructions via Iceland Radio is part of Reykjavik ACC, so its clearances are given under the authority of "Reykjavik Control."

Whether a clearance is issued using the phraseology "oceanic clearance to..." or "Reykjavik Control clears you to...", it is equally valid.