BGGL FIR is only delegated to the Reykjavik CTA **above** **FL195.** Below FL195, Nuuk Information provides flight information service in BGGL FIR.
## Airspace Classification Out of the seven airspace categories defined by ICAO, the Reykjavik CTA uses five: A, C, D, E, and G.| Class | Separation Provided | Service Provided | Speed Limit | Radio Communication Requirement | Subject to ATC Clearance |
|---|---|---|---|---|---|
| A | IFR from IFR | IFR: Air traffic control service – VFR: ***NOT PERMITTED*** | N/A | Continuous two-way | Yes |
| C | IFR from IFR & VFR – VFR from IFR | IFR: Air traffic control service – VFR: Traffic information, and traffic avoidance advice upon request | 250KT IAS below FL100 | Continuous two-way | Yes |
| D | IFR from IFR – VFR: N/A | IFR: Air traffic control service including traffic information about VFR flights (and traffic avoidance advice on request) – VFR: IFR/VFR and VFR/VFR traffic information (and traffic avoidance advice on request) | 250KT IAS below FL100 | Continuous two-way | Yes |
| E | IFR from IFR – VFR: N/A | Air traffic control service and traffic information about VFR flights as far as practical – Traffic information as far as practical | 250KT IAS below FL100 | IFR: Continuous two-way – VFR: No | IFR: Yes – VFR: No |
| G | N/A | Uncontrolled; flight information service | 250KT IAS below FL100 | IFR: Continuous two-way – VFR: No | No |
This is different from the standard ICAO convention for callsign abbreviation, which is detailed below.
For *foreign* (non-Icelandic) registrations, controllers shall use the standard ICAO convention for abbreviating registrations in radio communications. I.e., - On first contact, ATC must **always use the full registration.** - E.g., G-ABCD must be read out as “Golf Alpha Bravo Charlie Delta.” - For further communications, ATC may abbreviate the callsign to its first letter + last two letters. - E.g., G-ABCD may be abbreviated to “Golf Charlie Delta.”**The above is not applicable to Greenlandic and Faroese positions.** When controlling such positions, controllers shall continue to use the standard ICAO convention for callsign abbreviation for all registrations, local and foreign.
# Delivery When performing clearance delivery, DEL must always check the following elements of an aircraft's flight plan: - SID/departure instructions - Flight plan route - Initial climb (Cleared Flight Level / CFL) - Cruising level (Requested Flight Level / RFL) - Squawk codeAs of 20th March 2024, all departing aircraft shall receive a **standard IFR clearance**; no oceanic clearances are to be issued.
## SID/Departure Instructions The vast majority of aircraft will depart a controlled aerodrome on a SID (Standard Instrument Departure), a published procedure starting from the aerodrome (generally specific to a runway) leading to the first enroute waypoint of the aircraft. DEL should verify that Euroscope has assigned the flight a valid SID — i.e., valid for the active departure runway, connects to the aircraft’s flight plan route, and is appropriate for the aircraft’s performance characteristics. If Euroscope has assigned an invalid SID, then DEL should manually assign a valid SID on the Departure List. ### Non-Standard Departures Occasionally, an aircraft may be unable to accept an assigned SID. Reasons may include having an out-of-date AIRAC, lack of navigation equipment (e.g., non-RNAV), performance constraints (unable to meet minimum altitudes or climb gradients), etc. In this case, DEL should coordinate with the overlying Approach (APP) unit. APP will issue non-standard departure instructions which DEL shall then relay to the aircraft, such as: - A **radar vectored** departure (fly heading XXX, or climb straight ahead to XXX ft.) - **Direct** to the first flight plan waypoint. - **Visual climb** (aircraft climb visually to their first flight plan waypoint; a left or a right turn may be specified on departure.) ## Flight Planned Route ### Iceland & the Faroe Islands BIRD FIR is Free Route Airspace (FRA), meaning that aircraft departing Iceland (as well as the Faroe Islands, which underlies BIRD FIR) are generally free to determine their own routings. However, aircraft may still be subject to certain rules and restrictions to their routing. For example, departures from BIKF and BIRK are not permitted to use the G3 airway, except if they have short-range navigational equipment only. These restrictions are described in LOPs where relevant, and may be found in the Iceland AIP, ENR 1.8.3.1.3.7. ### Greenland BGGL FIR is **not** Free Route Airspace. A "domestic" airways system has been established in BGGL FIR from FL285 and below. Details on the airways may be found in the Greenland AIP, ENR 3 (ATS Routes.) Generally, flights below FL285 are expected to fly via these airways. For flights above FL285, the rules of BIRD FIR apply. ## Initial Climb (CFL) The standard initial climb from all Icelandic airports is **FL290,** or the aircraft's requested flight level (RFL) if lower. Initial climb for departures from EKVG and Greenland (BG\*\*) is at the discretion of Reykjavik Control. Traffic permitting, Reykjavik may clear the aircraft to climb directly to RFL. DEL should verify that the initial climb is set correctly on Euroscope on the CFL (Cleared Flight Level) list item. ## Cruising Flight Level (RFL) DEL should verify that the aircraft’s Requested Flight Level (RFL), i.e. its cruising level, is valid. In the Reykjavik CTA, IFR cruising levels are allocated following these rules: - **2000ft – FL410:** Levels are separated by 1000ft, and allocated following the East/West semi-circular rule. - I.e., flights with an Eastbound track (000-179°) fly at odd thousands of feet, and flights with a Westbound track (180-359°) fly at even thousands of feet. - *Technically, between FL290-FL410, this is subject to RVSM approval. However, on VATSIM, we assume that any aircraft requesting to fly in RVSM airspace is RVSM approved.* - **Above FL410:** Levels are separated by 2000ft. E.g., FL410 Eastbound, FL430 Westbound, FL450 Eastbound, etc. ## Squawk Code After DEL has checked all of the above elements of the flight plan, DEL should assign the aircraft a discrete four-digit squawk code (aka SSR, or secondary surveillance radar, code) via TopSky. ## Clearance Format/Phraseology ***\[CALLSIGN\]**, cleared to **\[DEST\]** via **\[SID\]**, climb via SID **\[CFL\]**, **\[SQUAWK\].*** E.g., > 🎧 ICE123, cleared to London Heathrow, via the LUTER 2A departure, climb via SID FL290, squawk 4110. #### Reroutes It is generally assumed that unless stated otherwise, an aircraft is being cleared via its flight planned route. If there are any amendments to the routing, DEL shall state them after the SID. E.g., > 🎧 FLI401, cleared to Vagar with a reroute, via the OSKUM 3A departure, after OSKUM direct MY, climb via SID FL290... It is good practice to indicate that there will be a reroute using language such as "with a reroute" when issuing the clearance, to ensure the pilot is ready to copy. For *partial* reroutings, DEL may use the phrase "flight planned route" to indicate where the original route would resume. E.g., > 🎧 ICE123, cleared to London Heathrow with a reroute, via the OSKUM 3A departure, after OSKUM direct RATSU then flight planned route, climb via SID FL290... If the rerouting is very long, DEL may provide the new routing via a separate transmission, before issuing the clearance itself, to reduce the length of each transmission. If the reroute was provided separately before the clearance, the clearance itself does not need to specify "with a reroute." #### Non-Standard Departure Instructions For aircraft which are not following a SID, then their departure instructions (as coordinated with APP) should be given following the phrase “after departure runway XX…” E.g., > 🎧 ICE236, cleared to Akureyri, after departure runway 01 fly heading 040, initial climb 5000ft, squawk 1217. Since the aircraft is not following a SID, the initial climb may be issued simply as “initial climb" (or simply "climb" if the aircraft will climb all the way to cruise.) Whenever an aircraft is maintaining the runway heading/track after departure, the instruction "climb straight ahead to \[LEVEL\]" may be used to serve as both the departure instruction & the initial climb. ## After Issuing Clearance Upon the pilot's correct readback, they should be instructed to report ready for push & start on the **delivery frequency.** Only when the aircraft is ready should they be transferred to GND. This is to ensure they are on frequency, should DEL have to re-clear them. If a VFR departure calls DEL, DEL shall instruct them to contact GND. DEL does **not** issue VFR clearances. # Ground ## Pushback & Startup In the Reykjavik CTA, all aircraft require clearance for startup, except for single-engine fixed-wing aircraft, and aircraft at uncontrolled aprons (as described in LOPs, e.g., Fluggardar at BIRK.) Single-engine fixed-wing aircraft may start up without ATC approval. - Startup clearance may generally be issued upon request, except (for IFR departures) if flow control measures are in force. See the Flow Control page for more information. If an aircraft requires pushback as well from its stand, GND may issue the pushback & startup clearance together (i.e., “push and start clearance.”). Aircraft must have their squawk code set and their transponder on **before** they may be cleared for pushback. ### First Contact with VFR Upon first contact with VFR aircraft, GND should assign them a discrete (i.e., unique) squawk code, provide them with the local QNH, and ask for their intentions.Some registrations and callsigns have allocated squawk codes in Iceland (i.e., those registrations/callsigns will *always* use that squawk code.) These are published in an AIC in the Iceland AIP, currently **AIC A 09/2023** (published Aug 2023.) The BIRD sector file is configured to assign these codes automatically, so ATC does not generally need to handle these aircraft differently than others.
GND should coordinate with TWR to inform them of the aircraft’s intentions. This must be done before the aircraft reaches the runway holding point, so that TWR may advise if the pilot’s intentions cannot be accommodated due to airspace congestion in the CTR. ## Taxi Before taxiing, aircraft must be squawking their assigned code & their transponder must be on. Taxi instructions should include the aircraft's taxi route and destination, as well as any necessary information or instructions to avoid obstacles or conflicting traffic (e.g., hold short, conditional instructions, etc.) > ICE123, taxi via N and E to holding point runway 01, cross runway 28, give way to the British Airways A320 on N. If an aircraft will taxi through an apron as a part of its taxi, one may choose to include the apron in the taxi clearance, along with the cardinal direction that the pilot will be following. E.g., taxi southbound on the East Apron." This is not strictly necessary, but can improve the clarity of the taxi instructions. ## Runway Crossing & Backtracking TWR must approve all runway crossings, and GND communicates the crossing clearances to aircraft. I.e., aircraft remain on GND’s frequency during the crossing, even though the approval to cross comes from the TWR controller. For **inactive** runways, TWR may issue a “blanket clearance” to GND to allow runway crossings on that runway without coordinating each individual aircraft with TWR. Any blanket clearance becomes automatically invalid if the runway in question becomes active, even if only for a one-off departure or arrival. For **active** runways, GND shall always coordinate an individual clearance for each aircraft that must cross that runway. No blanket clearances may be granted. If any aircraft must taxi on a runway for any reason, GND shall coordinate with TWR first, then transfer the aircraft to TWR when holding short of the runway. ## Reaching the Holding Point Once a departing aircraft is approaching the runway holding point for departure (or for taxiing/backtracking on a runway), GND should transfer the aircraft to TWR. # Tower ## Determining the Active Runway Controllers should determine the active runway based on the following factors: 1. **Winds** – Choosing the runway with the largest headwind component. 2. **Runway length/characteristics** – If the headwind component between two runways is similar, choosing the one which is longer, or which has an ILS, etc. 3. **Local procedures** (e.g., preferred runway for noise abatement, if one exists.) Flexibility should also be granted where possible. Traffic permitting, one should make all reasonable efforts to accommodate any requests from pilots to use non-active runways. ## Control Zone (CTR) In addition to the runways, TWR is also responsible for the Control Zone (CTR), the airspace immediately surrounding their airport. This includes controlling VFR arrivals, departures, and aircraft in the circuit. See the VFR Guide for more information. ## Takeoff Clearances Takeoff clearances must not be issued unless all departing traffic ahead has crossed the end of the runway or begun a turn, and any arriving traffic ahead is clear of the runway. The only exception is if reduced runway separation minima (RRSM) is being applied; see below. The takeoff clearance should include: - Winds - Departure runway - *(Intersection departures only)* The runway intersection - *(IFR departures only)* The next ATS unit which the aircraft will be contacting. - This may be omitted if one is covering TWR top-down. For example: > 🎧 FNA102, when airborne contact Keflavik Approach on 119.300, winds 170 degrees 12 knots, runway 19 from S, cleared for takeoff. For VFR departures, the takeoff clearance should include the flight’s VFR clearance to join the circuit, VFR route, or leave the control zone. See the VFR Guide for examples. ## Taxiing on the Runway Any taxiing or backtracking on the runway shall be conducted on the TWR frequency. TWR shall transfer the aircraft back to GND once it is clear of the runway. ## Departure Separation Fixed-wing aircraft departing on the same route must have at least **5 NM** constant or increasing separation in trail. TWR and APP shall be jointly responsible for ensuring this. Wake turbulence separation must be applied between departures when the second (trailing) aircraft is a lighter WTC than the first (preceding) aircraft, and they are using: - The same runway - Parallel runways separated by less than 760m (2500ft) - Intersecting runways, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300m (1000ft) below - Parallel runways separated by 760m (2500ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300m (1000ft) below.At the time of writing, no airport under the Reykjavik CTA currently has parallel runways.
A minimum time separation shall be applied as follows:| **MINIMUM TIME-BASED SEPARATION FOR DEPARTURES** | |||||
| *First (Preceding) Aircraft* | |||||
| **Light (L)** | **Medium (M)** | **Heavy (H)** | **Super (J)** | ||
| *Second (Trailing) Aircraft* | **Light (L)** | — | 2 min | 2 min | 3 min |
| **Medium (M)** | — | — | 2 min | 3 min | |
| **Heavy (H)** | — | — | — | 2 min | |
| **Super (J)** | — | — | — | — | |
To maximize efficient use of the runway, if two departures require either wake turbulence or route separation, TWR should utilize the delay time between the two aircraft to allow other aircraft not requiring separation to depart.
## Landing Clearances Landing clearances must not be issued unless all departing traffic ahead has crossed the end of the runway or begun a turn, and any arriving traffic ahead is clear of the runway. The only exception is if reduced runway separation minima (RRSM) is being applied; see below. A landing clearance shall contain the current winds, the arrival runway, and the phrase “cleared to land.” For example: > 🎧 ICE403, winds 190 degrees 6 knots, runway 19, cleared to land. If one previously gave an aircraft the winds & landing runway in a “continue approach” instruction, and neither have changed since then, one does not need to say them again in the landing clearance. If TWR anticipates that the aircraft will be cleared to land less than 4 NM from the airport, TWR should tell the aircraft to “expect late landing clearance.” ## Reduced Runway Separation Minima Some aerodromes in Iceland allow the use of **reduced runway separation minima (RRSM)** in some limited circumstances.As of the time of writing, these procedures apply only to the following aerodromes: **BIKF, BIRK, BIAR.**
#### Aircraft Categories For purposes of applying RRSM, aircraft are divided into three categories: - **Category 1:** Single-engine propeller aircraft with a maximum certificated take-off mass of 2000kg or less. - *E.g., Cessna 172 (C172), Diamond DA-40 (DA40), etc.* - **Category 2:** Single-engine propeller aircraft with a maximum certificated take-off mass of more than 2000kg but less than 7000kg; and twin-engine propeller aircraft with a maximum certificated take-off mass of less than 7000kg - *E.g., Cessna Caravan (C208), Diamond DA-42 (DA42), etc.* - **Category 3:** All other aircraft.To find an aircraft's maximum certificated takeoff weight, as well as other useful performance characteristics, one may visit the **Eurocontrol Aircraft Performance Database** at [contentzone.eurocontrol.int/aircraftperformance/default.aspx](https://contentzone.eurocontrol.int/aircraftperformance/default.aspx).
#### Conditions for RRSM Reduced runway separation minima is subject to the following conditions: - Must be within the hours of **daylight** (30 mins after local sunrise to 30 mins before local sunset.) - Shall **not** apply between a departing aircraft and a preceding landing aircraft. - **Wake turbulence separation** minima shall be applied. - Visibility shall be at least **5km** and ceiling shall not be lower than **300m (1000ft.)** - Tailwind component shall not exceed **5 KTS.** - There shall be available means to assist the controller in assessing the distances between aircraft. - *For VATSIM purposes, it is acceptable to use the Euroscope-provided ground radar for this purpose.* - **Minimum separation continues to exist** between two departing aircraft immediately after take-off of the second aircraft. - **Traffic information** shall be provided to the flight crew of the succeeding aircraft concerned. - The **Runway Condition Code** shall not be lower than **5** on any part of the runway. Separation to Be AppliedFor VATSIM purposes, controllers may use the Euroscope "click and drag" vector tool to measure out the distances required below. As the Euroscope vector tool shows distances in nautical miles (NM), below are some helpful rough conversions of the distances listed below into NM: • 600m ≈ **0.5 NM** • 1500m ≈ **1 NM** • 2400m ≈ **1.5 NM** *(The above conversions have been rounded up to the nearest .5, for safety and ease of memorization.)*
**Landing Aircraft** A succeeding landing Category **1** aircraft may cross the runway threshold when the preceding aircraft is a Category **1 or 2** aircraft which either: - Has landed and has passed a point at least **600m** from the threshold of the runway, is in motion and will vacate the runway without backtracking; or - Is airborne and has passed a point at least **600m** from the threshold of the runway. A succeeding landing Category **2** aircraft may cross the runway threshold when the preceding aircraft is a Category **1 or 2** aircraft which either: - Has landed and has passed a point at least **1500m** from the threshold of the runway, is in motion and will vacate the runway without backtracking; or - Is airborne and has passed a point at least **1500m** from the threshold of the runway. A succeeding landing aircraft may cross the runway threshold when a preceding Category **3** aircraft: - Has landed and has passed a point at least **2400m** from the threshold of the runway, is in motion and will vacate the runway without backtracking; or - Is airborne and has passed a point at least **2400m** from the threshold of the runway. **Departing Aircraft** - A Category **1** aircraft may be cleared for take-off when the preceding departing aircraft is a Category **1 or 2** aircraft which is airborne and has passed a point at least **600m** from the position of the succeeding aircraft - A Category **2** aircraft may be cleared for take-off when the preceding departing aircraft is a Category **1 or 2** aircraft which is airborne and has passed a point at least **1500m** from the position of the succeeding aircraft; and - An aircraft may be cleared for take-off when a preceding departing Category 3 aircraft is airborne and has passed a point at least **2400m** from the position of the succeeding aircraft.Consideration should be given to increased separation between high performance single-engine aircraft and preceding Category 1 or 2 aircraft.
## Go-Arounds & Missed Approaches Go-arounds may be initiated by the pilot or ATC, if either one feels that the approach cannot be safely continued. TWR must instruct aircraft to go around if they will cross the runway threshold before the aircraft ahead is airborne or clear of the runway (the only exception is if RRSM is being applied, in which case see above.) IFR go-arounds should generally be instructed to follow the standard missed approach. If an aircraft is flying a visual approach, or is unable to follow the standard missed approach, then they should be given instructions such as a heading or visual climb, as defined by LOPs. VFR go-arounds may simply be instructed to (re)join the circuit. This may include making an early turn onto downwind, if necessary to avoid conflicts.**TWR must coordinate all IFR go-arounds with Approach (APP) before transferring the aircraft back to APP!** APP may tell TWR to relay de-conflicting instructions to the go-around aircraft, such as a heading or climb/stop climb, in order to avoid conflicts with airborne aircraft.
## Maintaining the ATIS At aerodromes with an ATIS, it is TWR’s responsibility to maintain the ATIS. If TWR is offline, then APP or area control units who are covering TWR top-down shall maintain the ATIS. Only if there are no overlying APP/area control units online should GND or DEL maintain the ATIS. # Aerodrome Flight Information Service (AFIS) ## Introduction to AFIS **Aerodrome Flight Information Service (AFIS)** is the provision of flight information service to aircraft in the vicinity of an aerodrome. This includes traffic information, weather information, aerodrome conditions, hazards & obstructions, and any other information which may be relevant to the safe navigation of a flight. Generally, an AFIS unit will have either the callsign "Information" (in Iceland) or "AFIS" (in Greenland and EKVG.)There are two major regulatory environments in which AFIS is provided beneath the Reykjavik CTA: **Iceland**, and **Greenland & EKVG.** (Aviation in both Greenland and the Faroe Islands is managed by Denmark’s ANSP, Naviair, so they share similar regulations and procedures.) These two regulatory environments have different regulations and procedures in some areas. Where relevant, the procedures below will distinguish between Icelandic and Greenlandic/Faroese operating procedures.
## Area of Responsibility Most AFIS aerodromes have an associated **FIZ** (Flight Information Zone – the term used in Greenland/EKVG) or **ATZ** (Aerodrome Traffic Zone – the term used in Iceland.) Aircraft must be in two-way radio communication with the AFIS unit within the FIZ or ATZ. Some Icelandic AFIS aerodromes do not have an ATZ. In such cases, aircraft must be in two-way radio communication with the AFIS unit when in the “vicinity of the aerodrome.” This is defined as being within, entering, or leaving the traffic circuit. ## Differences from Controlled Aerodromes (Summary) **AFIS officers are not controllers.** In general, AFIS units may **not** issue any clearance or instructions on their own. They may only provide information to pilots, and relay clearances from overlying ATC. The table below briefly summarizes the key differences between controlled aerodromes and AFIS. For those unfamiliar with AFIS, keep reading — these differences will be discussed in more detail.| **Controlled Aerodromes** | **AFIS** |
| “Cleared to…” | “Reykjavik Control clears you to…” *(Clearance not issued by AFIS but by overlying ACC)"* |
| "Information \[letter\] is current/correct..." | *AFIS fields do not generally have an ATIS. Pilots should be offered the latest weather upon readback of their clearance, or first contact for VFR departures.* |
| “Runway in use… | **ICELAND: **The same; AFIS sets active runways. **GREENLAND & EKVG: **“Preferred runway is…” |
| “Startup approved” / “Push and start approved” | **ICELAND: **The same; AFIS gives pushback and startup clearances. **GREENLAND & EKVG:** “Startup (or push and start) at your discretion, traffic is…” (or “no traffic on the ground”) |
| “Taxi to… via…” | “Taxiway \[X\] is available” OR “Taxiway \[X\] is occupied, traffic is…” **ICELAND**: AFIS may issue taxi instructions within aprons. AFIS may also refuse aircraft permission to enter runways (e.g., “remain clear of runway XX.”) |
| “Cleared for takeoff” | “No reported traffic runway \[XX\]” |
| “Cleared to land” | |
| “Line up and wait” | “Runway \[XX\] is occupied, traffic is…” |
| “Hold short runway \[XX\]” / “Hold position” | |
| “After departure leave the control zone…” *(VFR departure instructions)* | *No equivalent; AFIS does not issue VFR clearances.* |
There is no AFIS equivalent to VFR departure, arrival, or circuit clearances. VFR aircraft simply depart and arrive at their discretion.
## Weather Information AFIS aerodromes do not typically have an ATIS broadcast. Therefore, AFIS should offer all **departures upon correct readback** of their clearance, and **arrivals on first contact,** the **latest weather information.** This at least should contain the winds and QNH, as well as any other relevant meteorological information (SIGMET, turbulence, etc.) The full met report should also be provided upon request. *(Note: Pilots may have also have obtained the METAR from their own sources. If a pilot does not require the weather, the AFIS unit does not need to provide the full met report, but **shall still provide the latest QNH.)*****At EKVG:** AFIS uses a **Turbulence Weather Indicator (TWI)** to predict expected turbulence on departure/arrival based on local winds. For VATSIM purposes, the TWI has been simulated as a webpage using data pulled from the Faroese AIP, here: [https://vats.im/twi](https://vats.im/twi) Suggested phraseology is *"\[Light/moderate/severe\] turbulence indicated for \[departure/arrival\] runway \[XX\]."* Thanks to controller Ollie Killean for creating the simulated TWI webpage!
## Runway in Use #### Iceland Icelandic AFIS units determine an active runway the same way as TWR controllers. All aircraft are obligated to use this runway. AFIS units shall notify the overlying Reykjavik ACC controller of the active runway at their airport, to ensure departures and arrivals are cleared to enter/leave controlled airspace via the correct SIDs/STARs for that runway. #### Greenland & EKVG Greenlandic & EKVG AFIS shall **not** determine an active runway, but may determine a **preferred** runway using the same criteria as an active runway. The preferred runway is considered advisory information only – aircraft are not required to use this runway. However, Reykjavik ACC may sometimes clear an aircraft to fly a published instrument procedure (SID, STAR, approach, etc.) for a specific runway. In such cases, aircraft shall use the runway associated with that procedure. If the aircraft wants to use a different runway, the AFIS unit must coordinate an amended clearance for that aircraft with Reykjavik ACC.**At EKVG:** If turbulence is indicated as **severe** for any runway by the TWI, then EKVG AFIS shall **close that runway** for departures and/or arrivals (whichever has severe turbulence indicated.) EKVG AFIS shall also notify the overlying Reykjavik ACC controller accordingly. Suggested phraseology is: *"Runway \[XX\] closed for \[departure/arrival\], severe turbulence indicated."*
## Ground Movements All movements on taxiways and runways must be performed at the pilot’s discretion. The AFIS unit should provide traffic information to all aircraft moving on the ground regarding which taxiways are available or occupied, and any relevant traffic on the ground. #### Iceland Icelandic AFIS units control all traffic on the movement area **outside** of runways and taxiways, and have the authority to refuse the entry of aircraft onto runways. This effectively means that Icelandic AFIS units are apron controllers at their aerodrome. Aircraft shall call the AFIS unit for startup clearance, as well as for any pushback or taxiing required on the apron. #### Greenland & EKVG All movements on *any* part of the movement area, **including aprons,** shall be performed at the pilot’s discretion. Aircraft shall report starting up, as well as any ground movements (e.g. taxi.) ## Takeoff & Landing AFIS units shall **not** issue takeoff or landing clearances. If the runway is clear of traffic, then the AFIS unit should inform departing or arriving aircraft that there is **“no reported traffic runway XX.”** Aircraft, when told this, may line up, depart, or land on the runway at their own discretion. For example: > 🎧 FLI402, winds 130 degrees 4 knots, no reported traffic runway 12. If there **is** traffic blocking the runway in any way, then the AFIS unit should inform departing aircraft **“runway XX occupied,”** provide traffic information, and if necessary, ask for the aircraft’s intentions. For example: > 🎧 FLI402, runway 12 occupied, traffic is a company A320 backtracking to vacate the runway, report intentions.**NOTE:** Even if the runway is occupied, aircraft may still use that runway at their discretion. They are only obligated by the rules of the air not to hinder other traffic. E.g., if one aircraft is vacating at one end of the runway, another aircraft may reasonably choose to line up on the *opposite* end of the runway, if doing so would not obstruct the path of the vacating aircraft.
## Airborne Traffic As much as possible, AFIS units should proactively offer traffic, weather, and aerodrome information to aircraft in their area of responsibility, in order to facilitate their safe navigation. Traffic information should generally be provided using procedural methods, since AFIS units do not have radar in Iceland, Greenland, or EKVG. To provide such information, AFIS units may ask aircraft to provide position reports, such as: - Waypoints/fixes on their route, or on published SIDs, STARs, and approach procedures which the aircraft intends to fly - Positions relative to the airport, or waypoints/fixes (e.g., abeam the airport, 5 NM from XX NDB, passing waypoint ABCDE, etc.) - Phases of approach (e.g., final, established on the ILS, etc.) - Legs of the traffic circuit (e.g., downwind, final, etc.) Aircraft do not require the AFIS unit's permission to leave the frequency once they are outside of the ATZ/FIZ/vicinity of the aerodrome. However, if the aircraft will be entering controlled airspace, AFIS should instruct them to contact the relevant ATC unit. - E.g., at EKVG, aircraft should be instructed to contact Reykjavik Control approaching 7500ft. Aircraft arriving an aerodrome (entering the ATZ/FIZ or traffic circuit) should be provided with the active/preferred runway, as well as any relevant traffic information. # ATS Surveillance (APP & Area Control) This page details procedures for providing air traffic control service using ATS surveillance (secondary radar, MLAT, or ADS-B.) This includes Approach (APP) and Area Control positions. ## Transition Altitude & Level The Transition Altitudes in the Reykjavik CTA are: - **Iceland:** 7000ft - **Faroe Islands (EKVG):** 7500ft - **Greenland:** Varies by aerodrome, see table below for reference.| **Airport** | **TA** |
| Ilulissat (BGJN) | 6000ft |
| Kulusuk (BGKK) | 7000ft |
| Maniitsoq (BGMQ) | 9000ft |
| Narsarsuaq (BGBW) | 9000ft |
| Constable Pynt (BGCO) | 6000ft |
| Nuuk (BGGH) | 7000ft |
| Paamiut (BGPT) | 6000ft |
| Qaanaaq (BGQQ) | 6500ft |
| Sisimiut (BGSS) | 8000ft |
| Upernavik (BGUK) | 6000ft |
| Uummannaq Qaarsut (BGUQ) | 10,000ft |
| Aasiaat (BGAA) | 6000ft |
**NOTE:** The TAs listed above may become out of date over time. Please always refer to the AIP for the correct TA of a given airport or region.
The Transition Level is determined by adding a certain number of feet to the Transition Altitude, depending on the current local QNH. The following table is used:| **QNH** | <929 | 930-946 | 947-963 | 964-979 | 980-996 | 997-1012 | >1013 |
| **TL** | *+3000ft* *from TA* | *+2500ft* | *+2000ft* | *+1500ft* | *+1000ft* | *+500ft* | *+0ft* |
\*Strictly speaking, per Icelandic regulations, this is subject to the use of ADS-B surveillance and the altitude/level of the aircraft. Because enroute ADS-B surveillance is now available throughout the entire Reykjavik CTA/OCA, in practice the distinction between 5 & 10 NM separation is the 30W meridian (the boundary between the West & South sector) with level not being a factor.
## Vertical Separation The minimum vertical separation in the Reykjavik CTA is as follows: - **Below FL290:** 1000ft for all aircraft - **FL290-FL410:** 1000ft\* or 2000ft between a formation flight and any other aircraft - **Above FL410:** 2000ft for all aircraft - **At or above FL450:** 4000ft between supersonic aircraft, and between supersonic aircraft and any other aircraft *\*Technically, this is subject to aircraft being RVSM-equipped. However, on VATSIM, we assume that any aircraft that has filed an RFL above FL290 is RVSM-equipped.* ## Wake Turbulence Separation Following ICAO standards, the following minimum distances must be applied whenever: - An aircraft directly follows another at the same altitude or less than 1,000 ft below it - If both aircraft are using the same runway or parallel runways separated by less than 760m - An aircraft is crossing behind another aircraft, at the same altitude or less than 300m (1000 ft) below| **MINIMUM WAKE TURBULENCE SEPARATION (Nautical Miles)** | |||||
| *First (Preceding) Aircraft* | |||||
| **Light (L)** | **Medium (M)** | **Heavy (H)** | **Super (J)** | ||
| *Second (Trailing) Aircraft* | **Light (L)** | — | 5 NM | 6 NM | 8 NM |
| **Medium (M)** | — | — | 5 NM | 7 NM | |
| **Heavy (H)** | — | — | 4 NM | 6 NM | |
| **Super (J)** | — | — | — | — | |
No VFR levels are allocated above FL195, as all airspace in BIRD CTA above FL195 is Class A, and thus VFR is not permitted.
The following table of valid levels, based on Icelandic AIP ENR 1.7.5, may be used as reference:| **WESTBOUND** ← Track 180-359° ← | **EASTBOUND** → Track 000-179° → | ||
| *IFR* | *VFR* | *IFR* | *VFR* |
| 2000ft | 2500ft | 3000ft | 3500ft |
| 4000ft | 4500ft | 5000ft | 5500ft |
| 6000ft | 6500ft | 7000ft | 7500ft (FL75) |
| 8,000ft (FL80) | 8500ft (FL85) | 9000ft (FL90) | 9500ft (FL95) |
| 10,000ft (FL100) | 10,500ft (FL105) | 11,000ft (FL110) | 11,500ft (FL115) |
| 12,000ft (FL120) | 12,500ft (FL125) | 13,000ft (FL130) | 13,500ft (FL135) |
| 14,000ft (FL140) | 14,500ft (FL145) | 15,000ft (FL150) | 15,500ft (FL155) |
| 16,000ft (FL160) | 16,500ft (FL165) | 17,000ft (FL170) | 17,500ft (FL175) |
| 18,000ft (FL180) | 18,500ft (FL185) | 19,000ft (FL190) | 19,500ft (FL195) |
| 20,000ft (FL200) | 21,000ft (FL210) | ||
| 22,000ft (FL220) | 23,000ft (FL230) | ||
| 24,000ft (FL240) | 25,000ft (FL250) | ||
| 28,000ft (FL280) | 27,000ft (FL270) | ||
| 30,000 ft (FL300) | 29,000ft (FL290) | ||
| 32,000ft (FL320) | 31,000ft (FL310) | ||
| 34,000ft (FL340) | 33,000ft (FL330) | ||
| 36,000ft (FL360) | 35,000ft (FL350) | ||
| 38,000ft (FL380) | 37,000ft (FL370) | ||
| 40,000ft (FL400) | 39,000ft (FL390) | ||
| 43,000ft (FL430) | 41,000ft (FL410) | ||
| 47,000ft (FL470) | 45,000ft (FL450) | ||
| 51,000ft (FL510) | 49,000ft (FL490) | ||
| etc. | etc. | ||
LOAs with neighboring sectors may specify different requirements for transferring control to that sector.
If the separation between two aircraft does not meet the above requirements, they must be verbally coordinated with the next unit before transferring control. If speed control is being used to accomplish the required separation, aircraft should be instructed to report their speed to the next controller. ### Releases A release is an approval given for a receiving unit to climb, descend, and/or turn aircraft before the transfer of control point. Standard releases may be detailed in LOPs or LOAs with neighbouring sectors. They may also be coordinated verbally, or granted via the TopSky Release function. **Note:** - Releases for turns do not exceed 45° unless explicitly coordinated. - The transferring unit remains responsible for separation within their own AoR, unless otherwise coordinated. ## Hold Management As of writing, the Reykjavik CTA currently has no published enroute holds. Published holds on STARs which are within a TMA shall be managed by the APP unit responsible for said TMA. E.g., the published holds on BIKF’s STARs, within the Faxi TMA, are managed by Keflavik Approach. If the published holds in the TMA are full, then APP should coordinate with the overlying ACC unit to hold aircraft outside of the TMA. Such holds should be managed by the ACC unit. Two aircraft in the same holding stack must be separated vertically by 1000ft, or greater if required by the minimum vertical separation rules. Controllers must not clear an aircraft to hold at a level lower than the Minimum Holding Altitude (MHA) for any published hold. Published holds may be issued using the abbreviated phraseology: *“Hold at **\[FIX\]** as published, **\[LEVEL\].**”* For example: > 🎧 ICE123, hold at MEBUN as published, FL160. When issuing a non-published hold, or if a pilot requests the full details of the hold, the following information should be given at minimum: - Holding fix - Level - Inbound track/course The following may also be specified: - Turn direction (left or right turns. If not specified, it is assumed that the holding shall use right turns.) - Time/length of leg (in minutes or NM. If not specified, it is assumed that the holding shall use 1-minute legs.) The following phraseology may be used: ***\[CALLSIGN\]****, hold at* **\[FIX\], \[LEVEL\], \[INBOUND COURSE\], \[LEFT/RIGHT\]** turns, ***\[LEG TIME/LENGTH\].*** For example: > 🎧 ICE789, hold at MALAB, FL120, inbound course 097, left turns, 1 minute legs. ## Change of Flight Rules While the majority of flights are conducted under one set of flight rules (either IFR or VFR), aircraft may occasionally wish to change from one set of flight rules to another.**Note:** If the change of flight rules would be unsafe for any reason (e.g., aircraft requests to switch to VFR but is not in VMC), or would increase the controller's workload beyond manageable levels, the controller always has the authority to deny any request to change flight rules.
### Flight Planning If an aircraft plans in advance to switch flight rules at a specific point in its flight plan, it may do so by adding "VFR" or "IFR" to its flight plan routing at that point. E.g., if the flight plan routing states: `...KFV/N180A050 IFR DCT RK...` ...that indicates the aircraft will request to change to IFR at KFV (at which point they will be at speed 180kts and 5000ft.)In real life, a flight plan with a combination of IFR or VFR should be filed with the flight rule code "Y" (for IFR first then VFR) or "Z" (for VFR first then IFR.) VATSIM's flight plan form does not currently support these codes, so pilots will generally file their flight plans with the flight rules they intend to start the flight with.
Note that aircraft **do not have to pre-plan** a change of flight rules. Sometimes, requests to change flight rules are spontaneous, being driven by the constantly-evolving flight and weather situation (e.g., VFR flight finds itself in IMC and so requests IFR.) ### VFR to IFR For an aircraft to transition from VFR to IFR, the following conditions shall be fulfilled: - The aircraft must be identified on ATS surveillance (if available), and the Mode C altitude return verified - The aircraft should meet the IFR separation minima from other IFR aircraft (if not, ATC shall issue instructions to ensure this separation at the point that the IFR clearance becomes effective) An IFR clearance may then be issued. As with IFR clearances issued on the ground, these clearances generally contain the following elements: - **Clearance limit** - Generally the destination airport, or more rarely, a specific waypoint/beacon/fix if the pilot only wishes to continue IFR to that point - **Routing** - Either "flight planned route," if the aircraft is following a previously flight planned IFR routing. ATC may also provide a routing or instructions, e.g., a radar vector - **Level** - If the aircraft will climb/descend to an altitude & they were not previously given the local QNH, they should be given the QNH as well - **Squawk** (if not previously assigned) E.g., > 🎧N804AB, cancel VFR, cleared to Isafjordur via direct KFV then flight planned route, climb FL100, squawk 4122. The following is an example of a clearance issued to a limit that is *not* an airport (e.g., the pilot has requested only to be cleared to a specific published hold so they can descend IFR through clouds while holding, then cancel IFR once in VMC): > 🎧(TF-)ISN, cancel VFR, cleared IFR direct to MALAB, hold at MALAB as published, descend 3000ft, report VMC. If ATC is unable to ensure the required separation from other IFR traffic, or does not have the capacity to handle aditional IFR in their airspace, ATC shall **deny** the aircraft's request for an IFR clearance, and may in turn deny the aircraft permission/clearance to enter a given airspace). ATC should then ask for the aircraft's intentions. ### IFR to VFR For an aircraft to transition from VFR to IFR, the pilot shall report their intention to cancel IFR to ATC. If ATC is able to accept this, ATC shall respond by acknowledging the cancellation of IFR, noting the time of cancellation, and providing any further instructions for the aircraft's continued VFR flight. E.g., > 🎧(TF-)ABC, IFR cancellation received at 1345z, maintain VFR, join the right hand circuit for runway 13... If ATC is aware of IMC weather conditions in the aircraft's vicinity, or if ATC does not have the capacity to handle additional VFR in their airspace, ATC shall **deny** the aircraft's request to cancel IFR and ask for their intentions. # Oceanic Area Control The Reykjavik CTA is unique in that much of it is also designated as oceanic airspace. This page outlines the specific rules and procedures relevant to oceanic airspace.As of 20th March 2024, aircraft **no longer require oceanic clearance to enter the Reykjavik OCA. Updated procedures for oceanic entry are forthcoming.
The Nattrak website has **not yet been updated for OCL removal.** Therefore, controllers **must not use Nattrak** until officially notified that it has been updated. Due to software limitations, it is not possible to use the Hoppies CPDLC platform to process RCL messages.
## Oceanic Airspace Within the Reykjavik CTA, all controlled airspace outside of the Icelandic Domestic Area is considered oceanic airspace. This airspace is designated the **Reykjavik Oceanic Area (OCA).**Because the Reykjavik ACC (Area Control Centre) is responsible for the Reykjavik OCA, it is also referred to as the **Reykjavik OAC** *(Reykjavik Oceanic Area Control Centre.)* "Reykjavik ACC" and "Reykjavik OAC" are generally interchangeable terms, at least for VATSIM purposes.
The Reykjavik OCA is one of six oceanic areas that make up the North Atlantic (NAT) oceanic airspace. The other five are Gander, Shanwick, New York, Santa Maria, and Bodo OFIR (Oceanic FIR). [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/NlIimage.png) ## 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. For a detailed introduction to the NAT OTS, read [this guide](https://knowledgebase.ganderoceanic.ca/1.0/basics/nats/#what-about-concorde) published by the Gander OCA on VATSIM. (Ignore the sections on the Tango routes & Concorde tracks, as they are not relevant to the BIRD OCA.) A summary of some key points for controllers to note: - The NAT tracks change twice daily, with **Westbound** tracks being valid from **1130-1900z,** and **Eastbound** tracks being valid from **0100-0800z.** - ***Note:*** For VATSIM purposes, as the real-life prevailing flow of traffic is not generally followed by virtual pilots, it is considered acceptable for an aircraft to fly on the most recently expired tracks, as long as the next set of tracks is not yet active. - Traffic on each track must follow the published **routing** of the track, within the valid **levels** of that track. - The East/West semi-circular rule does not apply on the NAT tracks. Both odd and even flight levels may be valid for both East & Westbound tracks. - The tracks are published in the NAT track message, which is numbered with a **TMI (Track Message Indicator)** — i.e., the Julian calendar date. Amendments are marked by a letter after the Julian date. - - It is critical to verify pilots have the latest track message by checking they have the correct TMI. ## Entering Oceanic Airspace Aircraft entering the Reykjavik OCA must have an **IFR clearance.** VFR aircraft are **not** permitted in oceanic airspace (which is Class A); they must either fly below controlled airspace (generally, FL55 over the ocean, or FL195 over Greenland), or obtain IFR clearance. Aircraft entering the Reykjavik OCA from **domestic** airspace, or from **oceanic airspace where** **ATC is offline**, shall report all the information below to Reykjavik OAC prior to oceanic entry: - Oceanic Entry Point (OEP) – i.e., first waypoint in oceanic airspace - ETA for the OEP - Mach Number - Requested Flight Level – i.e., intended flight level at oceanic entry - The maximum Flight Level which can be attained at the OEPEven though there are no more "oceanic clearances," the above procedure is still called a **"request for clearance" (RCL)** message (yes, it is confusing...)
Aircraft must transmit the RCL message **no earlier than 25 mins before** oceanic entry (but still prior to oceanic entry itself.) This may be done via **voice** (or in the near future, via the Nattrak website, once it has been updated.) Reykjavik OAC shall acknowledge that they have received the aircraft's RCL message. If necessary, they may **amend** the aircraft's flight plan (i.e., instructing the aircraft to fly a different routing, flight level, Mach speed, etc.) as necessary to ensure traffic separation (or to fix any issues in the original flight plan.) For aircraft entering the Reykjavik OCA from **oceanic airspace** **where ATC** **is** **online,** the aircraft does **not** need to provide a new RCL message. Reykjavik OAC shall obtain the necessary information from the transferring oceanic ATC unit – generally, via the tag transfer (or by verbal coordination, if the info in the tag is insufficient.) ### Voice Phraseology #### **Example 1:** Fly current flight plan *(no changes to flight plan required)* > 🧑✈️ Reykjavik Control, ICE123. > > 🎧 ICE123, go ahead. > > 🧑✈️ ICE123, oceanic entry point is VALDI, estimating VALDI at 1234z, Mach .79, FL340, maximum flight level 360. > > 🎧 ICE123, roger. #### **Example 2:** Amended clearance If the aircraft's flight plan must be amended, instead of "fly current flight plan," Reykjavik OAC shall use the phrase **"amended \[speed/route/level\] clearance,"** followed by the details of the amended clearance. E.g., > 🧑✈️ Reykjavik Control, ICE456. > > 🎧 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. Controllers 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 an aircraft is flying via a NAT track, Reykjavik OAC must also verify the current **TMI number** with the aircraft prior to oceanic entry.
### Nattrak **– TO BE CONFIRMED | DO NOT USE NATTRAK UNTIL UPDATED –** ## Within Oceanic Airspace ### Cost Index (ECON) Operations In oceanic airspace, aircraft may fly in Cost Index (ECON) mode for optimal fuel efficiency – i.e., they may deviate by up to **±0.02 Mach** from the Mach number originally reported to ATC without prior permission. If they deviate by >0.02 Mach from the originally reported Mach number, they must notify ATC. Controllers may still instruct aircraft to fly a fixed Mach number if required for separation.A similar 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,* not just when ATC instructs "resume normal speed."
### Strategic Lateral Offset Procedures (SLOP) Traffic in BIRD OCA **above FL285** may cause [SLOP (Strategic Lateral Offset Procedures)](https://knowledgebase.ganderoceanic.ca/1.0/basics/slop/). This is a random offset right of the 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 **(left offsets are prohibited)** up to a maximum of 2 NM (the exact offset the pilot chooses should be random.) **ATC does not need to approve SLOP, or be informed when SLOP is in use.** Aircraft shall not apply SLOP below FL285 in the Reykjavik OCA, and shall end the use of SLOP before leaving oceanic/entering domestic airspace. # Login Procedures ## Empty Position Whenever logging onto a position that **no one else is covering** (directly or top-down), always inform adjacent and overlying controllers via the ATC chat (and also following up via private message if appropriate.) ## Handing Over/Relieving a Position Whenever logging onto a position that is being **covered by someone else** (directly or top-down), controllers should first: - **Ideally log on as an observer (OBS)** for 5-10 minutes before connecting, to observe the traffic situation. - **Check with the other controller,** to make sure they are okay with being relieved, and to agree on the time for the position handover. - The controller taking over the position is the *relieving controller* and the controller who is handing over the position is the *relieved controller.* Then, during the position handover: 1. **The relieving controller logs onto VATSIM on Euroscope and AFV using an appropriate relief callsign.** Generally, one should add an extra underscore before the facility suffix (after the FIR and sector identifier) — for example, `BIKF_TWR` may be relieved by `BIKF__TWR`, and `BIRD_S1_CTR` may be relieved by `BIRD_S1__CTR`. - Sometimes, AFV may not properly detect relief callsigns, especially for `_CTR` positions. In this case, one should manually add the original callsign/frequency of the position and XC on the original callsign, to allow access to the correct transceivers for the position. - If the other controller is already using a relief callsign, then one may log on with the original position callsign. 2. **The relieved controller shall brief the relieving controller on the current situation regarding the position.** This shall include, at minimum: - **Traffic** information for all aircraft under the position's area of responsibility, particularly those which are unusual or coordinated differently than usual. - For normal aircraft without any special notes, the relieved controller may simply transfer tags individually to the relieving controller. - **Aerodrome** information for all airports under the position's area of responsibility — active/preferred runways, latest ATIS letter if applicable, whether the airport is in IMC/VMC, etc. - **Airspace** information about any relevant active airspace area (danger, warning, etc.) - **Coordination** agreed with neighboring sectors. - Any other relevant information necessary to control the position. 3. **Once the briefing is complete, the relieving controller shall verify that:** - They have all tags assumed & all aircraft on frequency. - They have connected all ATISes. - They have all the information required to control their position. Once all the above is complete, the relieved controller may disconnect, and the handover is complete. ## Mentoring Whenever a mentor and a student are logging on, the guidelines in the VATSCA Student & Mentor SOP shall be followed. The following should be noted in particular: - **The student shall log on before the mentor.** This reduces the likelihood that Euroscope will get "confused" and mistake the mentor connection as the primary controller. - **The mentor shall log on with the midfix** `_M_` **in their callsign** (e.g., `BIKF_TWR`'s mentor should have the mentor callsign `BIKF_M_TWR`.) The student may log on with the usual callsign of the position. - **The mentor should verify that the student has the correct Euroscope sector ID in their controller list.** E.g., BIKF\_TWR should have sector ID "KFT." - If the sector ID is displaying as simply numbers (10, 11, etc.), then the mentor may try the following steps: - - Log off & on again - Use the midfix `_Z_` instead of `_M_` - Deselect the primary frequency of the position in Euroscope (and accept that Euroscope will not highlight the correct area of responsibility) # VFR Guide A guide towards the proper handling of VFR traffic in the Reykjavik CTA (Iceland, Greenland, and the Faroe Islands.) # Basic Principles of VFR Visual Flight Rules (VFR) governs flights operating in Visual Meteorological Conditions (VMC) – i.e., conditions in which flight solely by visual reference is possible. Unlike IFR flights, which follow a set routing, VFR flights generally navigate at the pilot's discretion. ATC may, however, issue traffic information and avoidance advice upon request, as well as restrict VFR aircrafts' altitude, direction of flight, or entry into certain airspace, as necessary for traffic management and safety. ### Restrictions and Minima VFR flights are not permitted in Class A airspace. In the Reykjavik CTA, this is: - All airspace above FL195. - In the Oceanic Area (OCA), all airspace above FL55. Secondly, VFR flights may only take place in Visual Meteorological Conditions. - In Iceland, Greenland, and the Faroe Islands, aerodromes are considered to be in VMC if the visibility is at least 5km, and the ceiling (lowest layer of BKN/OVC clouds reported in the METAR) is at least 1500ft.Conditions below VMC requirements are known as **Instrument Meteorological Conditions (IMC).** If the aerodrome is in IMC, then ATC may not give aircraft clearance to operate VFR in the control zone, except under the conditions below.
In Iceland, the only exemptions from the weather requirements for VFR are: - Search and Rescue flights. - Exercise flights for Search and Rescue. - Coast Guard flights - Ambulance and emergency flights. If conditions are IMC, a pilot may either choose to file an IFR flight plan and receive IFR clearance, or they may request Special VFR. There are no specific exemptions from VFR minima in Greenland and the Faroe Islands. Special VFR Special VFR (SVFR) is a type of VFR which a pilot may request if conditions are below VMC. The following conditions must be fulfilled for SVFR: - ATC must give approval. - Must be during the day. - Must be within a CTR. - Must be clear of cloud. - Cloud ceiling must be at least 600ft. ATC must ensure that SVFR flights are separated from all other airborne flights, IFR and VFR. This means: - Only one aircraft may be in the circuit. - There may be only one aircraft on each VFR route at once. - Only one departure or arrival is permitted into the CTR at once. In Greenland, the reported visibility must also not be less than 1.5km. However, when visibility is less than 1.5km, ATC may still issue clearance for flights to cross (i.e., transit) the CTR or ATZ without intending to take off, land, or join the circuit, if the flight visibility reported by the pilot is not less than 1500m, or for helicopters, not less than 800m. ### Night VFR In Iceland, VFR is permitted at night if the visibility is no less than 8km during any part of the flight. This is in addition to the usual visibility requirements for VFR flights. Additionally, all VFR flights at night must file a flight plan. In Greenland and the Faroe Islands, there are no specific regulations regarding nighttime VFR. # Departures (Leaving the CTR) ## First Contact (Ground) On first contact with a VFR departure, Ground should assign them a squawk code, provide the local QNH (together with startup clearance, if the aircraft requires it), and ask for their intentions. Ground should coordinate any VFR flight with TWR before the aircraft reaches the runway holding point, to notify TWR of the aircraft’s intentions. This is so that TWR may advise if they can accept the VFR aircraft’s intended operations in the CTR. Some pertinent points to remember include: - Single-engine aircraft, which often fly VFR, do not require startup clearance. Twin/multi-engine aircraft and helicopters require startup clearance. - Light aircraft, which make up the majority of VFR traffic, sometimes request to perform an engine run-up. Run-up locations are noted in the aerodrome charts, or in airport LOPs. For example: - At BIKF, there is a run-up pad abeam of taxiway K. - At BIRK, there are two run-up areas – south of Hangar 4 (on the North Apron, next to taxiway G), and one southwest of Hangar 8 (on the East Apron). As with IFR, VFR aircraft must have their squawk code set & transponder on (XPDR/Mode C) before taxi or pushback, whichever comes first. ## VFR Departure Clearance For departing VFR flights, VFR departure instructions shall be given together with the takeoff clearance. This includes: - The routing of the aircraft within the control zone, i.e., - The **VFR route** (if the aircraft is following one), or: - The **cardinal direction** (N/E/S/W) if the aircraft is not on a VFR route. - Any relevant **departure instructions** (e.g., left or right turn after departure – not required to be specified if obvious) - The **altitude** if the aircraft is not on a VFR route - For aircraft departing via a VFR route, since the route altitudes are published, it is not required to state the route altitude unless the pilot requests it. - For aircraft not on a VFR route, within the control zone, generally **1500FT** is appropriate for single-engine light aircraft, and **2500FT** is appropriate for multi-engine aircraft and turboprops. The following phraseology shall be used for aircraft **on a VFR route:** ***\[CALLSIGN\]**, **\[DEPARTURE INSTRUCTIONS\* for\]** route **\[X\]**, **\[WINDS\]**, **\[RWY\]**, cleared for takeoff.* (\*may be omitted) E.g., > 🎧 (TF-)SKN, right turn for route 6, winds 180 degrees 14 knots, runway 19, cleared for takeoff. The following phraseology may be used for aircraft **not on a VFR route:** ***\[CALLSIGN\], \[DEPARTURE INSTRUCTIONS\* to\]** leave the control zone to the **\[N/E/S/W\],** **\[ALTITUDE\]**, **\[WINDS\]**, **\[RWY\]**, cleared for takeoff.* (\*may be omitted) E.g., > 🎧 (TF-)MYB, leave the control zone to the East, 2500ft, winds 300 degrees 15 knots, runway 31, cleared for takeoff. Once the aircraft is airborne, the pilot should then be asked to report when they are approaching the boundaries of the CTR. - For BIKF & BIRK: - If on a VFR route, the pilot should report passing the reporting point immediately prior to the airspace boundary, e.g., Aluminium Factory for BIRK departures on route 6. - If not on a VFR route, the pilot should report **6 NM** out from BIRK, or **12 NM** out from BIKF. - Other aerodromes: - Aircraft may simply be asked to report leaving the control zone. Before an aircraft leaves the CTR, TWR must **coordinate** with any neighboring ATC whose controlled airspace the aircraft will enter. TWR shall inform the next controller of the aircraft’s callsign, altitude (current, as well as requested if different), and their intentions. # Circuits A standard traffic circuit consists of four legs: **crosswind, downwind, base,** and **final.** [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/preimage.png) In general, a standard traffic circuit is a **left-hand** circuit at **1000ft AGL.** *(This is general common practice, and is in fact a rule in Iceland.)* Certain aerodromes, however, may have published circuits which are non-standard in some way. For example, BIKF has a standard circuit altitude of 1200ft**,** and uses right hand circuits for RWYs 10 & 19. Consult with LOPs and the AIP to confirm if an airport has a published non-standard traffic circuit. VFR departure clearances for circuits shall include the **direction** of the circuit (left/right.) While not strictly required, it is recommended to also state the **altitude** of the circuit, as VATSIM pilots are often unfamiliar with standard circuit altitudes. The following phraseology shall be used: ***\[CALLSIGN\]**, **\[LEFT/RIGHT\]** hand circuits, **\[ALT\]\*, \[WINDS\], \[RWY\],** cleared for takeoff.* *(\*may be omitted)* For example: > 🎧 (TF-)SKN, right-hand circuits, 1000ft, winds 020 degrees 6 knots, runway 01, cleared for takeoff. When an aircraft is in the circuit, TWR should inform them of their **order** in the sequence, and confirm their intentions if not previously known (touch & go, full-stop landing, etc.) While it is not required for aircraft to report any particular leg of the circuit if not prompted, one may ask an aircraft to report upwind, downwind, crosswind, base, or final if one considers it necessary to maintain situational awareness and manage the traffic in the CTR. At any point once there is no further traffic ahead in the sequence, TWR may clear an aircraft in the circuit to land (or perform a touch & go, low approach, etc. - If the aircraft is doing a full-stop landing, they will land and vacate the runway, after which TWR/GND may taxi them to the appropriate apron (e.g., Fluggardar). - If an aircraft is doing a low approach, touch & go, or stop & go (stopping on the runway, then taking off again), then once they are climbing, TWR should give them their new order in the sequence (if it has changed), ask for their intentions again, and then repeat all of the above.Occasionally, a VFR arrival may have to go around. If there is conflicting traffic, the aircraft should be instructed to turn left/right immediately for an early crosswind, to avoid a collision. Otherwise, they may simply rejoin the circuit as usual.
# Arrivals (Entering the CTR) If a VFR aircraft is entering the CTR controlled airspace, the transferring unit (i.e., the ATS unit currently responsible for the aircraft) will coordinate their arrival beforehand.In heavy traffic situations, one may make requests to the transferring unit such as changing the aircraft's altitude or routing, or even refuse the aircraft's entry in the CTR, if necessary for traffic management and sequencing.
For VFR aircraft entering from uncontrolled airspace, one should send a .contactme to the pilot ideally 2-5 minutes before they will enter one’s airspace. Upon first contact with a VFR arrival, one should confirm what the intentions of the aircraft are (e.g., full-stop landing, touch-and-go, low approach, etc.). Then, one may issue an appropriate VFR arrival clearance. One should also assign a squawk code if the aircraft has not already been assigned one.In Iceland, clearance to enter airspace is considered given once the controller gives **airport information** (e.g., QNH, runway in use, etc.) and **route clearance.**
For arrivals inbound on a VFR route, “route clearance” means the VFR route and the arrival runway, and an instruction to report passing the last VRP of the route. The following phraseology may be used: ***\[CALLSIGN\]**, route **X** for runway **XX**, **\[QNH\]**, **\[SQUAWK if necessary\]**, report passing **\[REPORTING POINT.\]*** > 🎧 (TF-) SKN, route 6 for runway 01, QNH 1005, report passing the Church. For arrivals not following a VFR route, the "route clearance" may simply consist of any relevant **routing instructions** (e.g., for joining the circuit), with the **assigned altitude,** local **QNH**, and **squawk code** if necessary. The following phraseology shall be used: ***\[CALLSIGN\],*** ***\[ROUTING\], \[ALT\], \[QNH\], \[SQUAWK\*\].*** (\* may be omitted) For example: > 🎧 (TF-)SKN, join left downwind for runway 19, 1000ft, report downwind, QNH 1015, squawk 1147. If the aircraft needs to overfly the airport or cross a runway’s extended centreline to join the published circuit, TWR must verify that there are **no aircraft taking off/landing on that runway, or on the approach/departure path.** - If there is conflicting traffic, then the aircraft should hold/orbit away from the airport until the other traffic is clear. - If there is no conflicting traffic, the aircraft may be instructed to **“cross overhead the airport”** or **“cross extended centreline runway XX.”** # Transits & Other Flights One may occasionally encounter VFR flights transiting through the CTR without landing, or performing some combination of typical VFR actions (e.g., circuits then leaving the CTR.) In these cases, one may use one’s best judgment to combine and adapt existing VFR phraseology to issue an appropriate clearance to the aircraft for whatever they want to do. The goal is to remain flexible and receptive to the pilot’s intentions. For example, here is an example of a clearance for an aircraft to perform a touch-and-go, then leave the BIRK CTR via Route 6: > 🎧 (TF-)SKN, on the go right turn for route 6, winds 180 degrees 9 knots, runway 19, cleared touch and go. Similarly, here is an example of a clearance for an aircraft to enter, transit, and then leave the BIRK CTR via route 6 then route 1: > 🎧 (TF-SKN, join route 6 then route 1 to leave the control zone, squawk 0311, QNH 983 hectopascals. # Managing VFR Traffic in the CTR ## Traffic Information In most cases, VFR aircraft are expected to maintain their own separation from other traffic, using traffic information provided by ATC. Thus, providing accurate traffic information to VFR pilots is critical to help them safely maintain their own separation from other traffic. When providing traffic information, one should **describe the traffic** (aircraft type + airline if applicable) and **where it is.****TWR controllers should refrain from giving radar-based traffic information** with information such as “X o’clock” or a specific distance. While VATSIM controller clients like Euroscope simulate a radar scope, a real-life tower rarely has radar. One should instead give traffic info that is based on the aircraft’s location in your airspace as **reported by the pilot,** or as **visible from the tower** (if not using a tower view, one may make a best guess based on the fact that the human eye can see up to 3 miles away in good conditions.)
> 🎧 (TF-)SKN, traffic is an SR-22 inbound Videy on route 1.**Remember:** Traffic information goes both ways! If one gives traffic information to plane A about plane B, one should also give plane B information about plane A.
## Sequencing VFR TWR controllers should establish an orderly sequence for aircraft in their CTR. This includes aircraft in the circuit, and aircraft on approach. This should, as much as possible, follow the “natural” order based on where aircraft already are. To create a sequence, controllers may inform aircraft of their number in the sequence, including traffic information about the aircraft ahead of them. E.g., > 🎧 (TF-)ABB, you are number two, following a Cessna 172 turning base. One may additionally instruct aircraft to join a certain leg of the circuit as a certain number in the circuit. E.g., > 🎧 (TF-)SKN, traffic is a SR-22 on base and a Cessna 172 on downwind, join downwind as number three. **Note:** - **Do not use the phrase “join behind”** – it may imply to pilots they should follow as closely behind the other aircraft as possible. Always say **“after.”** - If one is instructing an aircraft to join final after another aircraft of a heavier wake turbulence category, one must add the phrase **“caution wake turbulence”** after the instruction. - While there is no formal priority of IFR traffic over VFR once both are in the CTR, most IFR aircraft (often heavier turboprops and jet airliners) moves a lot faster than light VFR traffic. TWR must account for this when building the arrival sequence. ### Additional Strategies In cases of heavy traffic, one also may employ two additional strategies. #### Orbits One may instruct aircraft to orbit (fly in a circle) at a given location. When instructing aircraft to orbit, one should specify: - Location of the orbit - How many orbits to perform (or "until further advised") - The direction (left/right) of the orbits. For example: > 🎧 (TF-)ABB, make left-hand orbits at the end of the downwind leg until further advised. > 🎧 (TF-)ABB, make one right-hand orbits at the end of the downwind leg, then join base. #### Extending Downwind One may also instruct aircraft to extend downwind, either to join final after another aircraft, until X miles from the airport, or until ATC instructs them to turn base.Don’t forget to turn the aircraft onto base once conflicting traffic is clear! Controllers often forget to call the aircraft’s base, causing them to fly a downwind that is far too long.
# VFR for Approach or ACC ## VFR Cruising Levels From 3000ft – FL195, VFR aircraft are allocated cruising levels separated by 1000ft, following the **East/West semi-circular rule *plus 500FT*** (i.e., Eastbound VFR flights fly at odd thousands of ft + 500FT, and Westbound VFR flights fly at even thousands of ft + 500FT). For example: - An Eastbound VFR flight might cruise at 3500FT, 5500FT, FL75, etc. - A Westbound VFR flight might cruise at 4500FT, 6500FT, FL85, etc.No VFR levels are allocated above FL195, as all airspace in BIRD CTA above FL195 is Class A, and thus VFR is not permitted.
## VFR in a Class C/D TMA (Approach) VFR traffic entering the Class C or D airspace of a TMA require clearance to enter the airspace. Clearance is considered to be given when the APP unit gives **airport information** and **route clearance** (using the phrase “enter controlled airspace“ plus any necessary details/instructions.) E.g., > 🎧 (TF-)ISN, enter the Faxi TMA, route Westbound towards Reykjavik, 4500ft, QNH 1014, report 6 miles from Reykjavik airport. Once the aircraft is in the TMA, APP may identify them and provide them with a radar ATC service, including radar-based traffic information (“o’clock” and giving specific distance.)The above does not apply to Akureyri TWR’s procedural approach service in the Akureyri TMA. As the approach service is procedural (non-radar), TWR must only give non-radar traffic information to VFR aircraft in the TMA.
However, like in a CTR, the VFR aircraft will navigate at pilot’s discretion, and APP should not issue vectors or otherwise direct the aircraft’s movement unless required for traffic separation (in Class C airspace, VFR must be separated from IFR, but not other VFR; in Class D airspace, VFR does not need to be separated from other traffic.) If vectoring a VFR aircraft for separation, APP shall use the phrase “resume own navigation” to indicate when the vectoring is complete and aircraft may navigate again at their discretion. ## VFR in Class E or G Airspace VFR traffic in Class E enroute airspace (like the Icelandic Domestic Area), or in Class G uncontrolled airspace underneath controlled airspace (outside of an ATZ/FIZ), do not have to contact ATC. They may, however, request flight information service (traffic information, as well as known meteorological, aerodrome, etc. information as relevant for the safe flight of the aircraft.) ATC should provide this as much as possible, workload permitting, but may refuse such service if traffic/workload is too high. Aircraft within ATS surveillance coverage may be radar identified and provided radar-based traffic information by the relevant APP/ACC unit. # VFR Flight Plans (Iceland) In Iceland, plans are required for all VFR flights entering controlled airspace (which includes aircraft departing/arriving controlled aerodromes), as well as all VFR flights at night. VFR flight plans on VATSIM are filed using VATSIM’s standard ICAO-format flight plan submission form. Alternatively, if operating only within the Faxi TMA, pilots may file their flight plans via voice. The following pieces of information are required at minimum: - Callsign - Route of flight - Estimated enroute time - Endurance - Name of pilot and number of passengers An example of filing such a flight plan by voice from the pilot's side is: > 🧑✈️ (TF-)FFL, Reykjavík – Sandskeið – Reykjavík *\[or touch and goes, East Training Area, etc.\]*, estimated time 1 hour, endurance 3 hours, *\[PIC name\]* solo *\[or +1, 2, 3...\]*For aircraft filing flight plans via voice, controllers may create a VATSIM flight plan for the aircraft using Euroscope. First, ASEL the aircraft by clicking on its callsign or typing its callsign then pressing NUMPAD +, then press F1, then A, then finally press NUMPAD +. Alternatively, one may use the TopSky CREAPL function (see the plugin user manual for more information.)
# Single Engine VFR Routes (BIKF and BIRK) Five VFR routes are published within the BIKF & BIRK CTRs for single-engine aircraft. These are pre-defined routes follow designated visual reporting points (VRP) on the ground.The VFR routes are for single-engine aircraft **ONLY.** Multi-engine aircraft should **NOT** be cleared onto the VFR routes!
The routes are defined as follows: - **Route 1 “Videyhouse”:** Videyhouse - Lundey - Brimnes - Tangi (in Hofsvik) - **Route 2 “Gufunes”:** Gufunes - Tungubakkar (BIMS)Route 2 is **ONLY** for aircraft to/from Tungubakkar airfield (BIMS)!
- **Route 3 “Gullinbru":** Gullinbru - Langavatn - **Route 4 “Vifilsstadir”:** Vifilsstadir - Vegamot - **Route 6 “Straumsvik”:** Gardachurch - Aluminium Factory - Kuagerdi - Seltjorn - Patterson While each route has a name, they are typically referred to by their numbers, e.g., "route 6," in radio communications.
All routes are flown at **1500ft,** except route 6 which is flown at **1000ft**. All routes are bidirectional, and have a maximum speed of **120 KTS.** ### Preferred Routes (BIRK) At BIRK, certain routes are preferred for departures and arrivals, depending on the runway in use. For all runways except RWY 19, route **4** is preferred for inbound traffic from the East, and route **3** is preferred for outbound traffic to the East. **This is reversed when RWY 19 is in use** — i.e., route **3** is preferred for inbounds from the East, and route **4** is preferred for outbounds to the East. ## Inbound and Outbound Routes (BIRK) BIRK also has defined **inbound** and **outbound** routes, which single-engine aircraft are to follow when joining the circuit from a VFR route, or leaving the circuit to join a VFR route respectively. These routes are reflected in the diagrams below.| **RWY 01** | **RWY 13** |
| [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/PYgimage.png) | [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/4u0image.png) |
| **RWY 19** | **RWY 31** |
| [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/viMimage.png) | [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/uLJimage.png) |
VATSIM pilots are often unfamiliar with these inbound and outbound routes. Therefore, while not required, it can often be helpful to explicitly describe the inbound/outbound route to the pilot, for example "from Vifilstadir join base runway 31."
# Special Airspace There are several special airspace areas in Iceland, including recreational, training, prohibited, and restricted areas. In general, most are uncontrolled, but some are near or underly controlled airspace. For aircraft flying to such areas, one may adapt typical VFR phraseology as needed. For example: > 🎧 (TF-)ISN, right turn towards Austursvaedi, 1500ft, winds 170 degrees 8 knots, Runway 19, cleared for takeoff. Some regions require ATC approval to enter. In such cases, provided there is no reason the aircraft may not enter that airspace, TWR may tell aircraft they are “cleared to enter \[NAME OF AREA\]” Once the aircraft is approaching a special airspace area, then one should: - Tell them “frequency change approved.” This means they should monitor UNICOM, as well as maintain listening watch on any other frequencies as required by some restricted areas - Add appropriate text to the ATIS as required by local operating procedures to indicate that traffic is active in that area. E.g., "GLIDERS OPERATING AT SANDSKEID." - Coordinate with relevant neighboring ATC (e.g., TWR with APP) to notify them of traffic known to be in certain areas. See the Iceland AIP, ENR 5 (particularly 5.1 and 5.2) for information regarding such areas. # BIKF | Keflavik Int'l Local operating procedures for BIKF. (Aerodrome only – see Faxi TMA chapter for APP procedures.) # General Keflavik Int'l Airport (BIKF) is the main international airport serving Iceland. The gateway to Iceland, it receives a wide variety of international traffic, as well as some domestic traffic. As a result, it is the most heavily trafficked airport in Iceland, both in real life and on VATSIM. ## Runway Information| ** Runway ** | ** RWY Dimensions ** | ** Heading ** | **Approach Rating** |
| 10 | 3065 x 60 | 104 | CAT II |
| 28 | 3065 x 60 | 284 | CAT I |
| 01 | 3054 x 60 | 014 | CAT I |
| 19 | 3054 x 60 | 194 | CAT II |
| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| Keflavik Delivery (KFD) | BIKF\_DEL | “Keflavik Delivery” | 121.000 |
| Keflavik Ground (KFG) | BIKF\_GND | “Keflavik Ground” | 121.900 |
| Keflavik Ground/Tower 2 (KFX) | BIKF\_2\_GND | “Keflavik Ground/Tower” | 126.200 |
| Keflavik Tower (KFT) | BIKF\_TWR | “Keflavik Tower” | 118.300 |
| Keflavik ATIS (/KF) | BIKF\_ATIS | — | 128.300 |
As of 20th March 2024, all departing aircraft shall receive a **standard IFR clearance**; no oceanic clearances are to be issued.
## Overview of SIDs All SIDs below require RNAV 1 capability.| **TERMINATING FIX** | **RUNWAY** | |||
| **01** | **10** | **19** | **28** | |
| **LUTER** | 2A | 2B | 3C | 3D |
| **OSKUM** | 3A | 1B | 3C | 3D |
| **PIXUM** | 1A | 1B | 2C | 2D |
| **RIMUM** | 1A | 3B | 1C | 1D |
| **DELES** | 2A | 3B | 2C | 3D |
| **SORIR** | 3A | 3B | 2C | 2D |
| **RALOV** | 3A | 4B | 3C | 1D |
| **Initial Climb: **FL290 *(or RFL if lower)* | ||||
| **RWY** | **OMNI** | **TRK** |
| **01** | 4A | 014 |
| **10** | 4B | 104 |
| **19** | 4C | 194 |
| **28** | 4D | 284 |
Generally speaking, most aircraft can be rerouted from the last waypoint of their SID direct to either LUTER or PIXUM, followed by their final waypoint in the Reykjavik CTA. For flights remaining in the Reykjavik CTA for their entire flight, such as those going to EKVG, the "final waypoint in the Reykjavik CTA" is simply the final waypoint of their flight plan.
## IFR Flights to BIRK DEL shall coordinate all IFR flights from BIKF to BIRK prior to issuing the clearance. APP will provide either a direct to one of BIRK’s Initial Approach Fixes (IAFs), or radar vectors, depending on the traffic situation. Generally, such flights will rarely climb higher than 5000ft. Such clearances follow the general format of non-standard clearances (see Delivery SOP page.) For example: > 🎧 ICE9302, cleared to Reykjavik, after departure runway 19 proceed direct MIKVU, initial climb 5000ft, squawk 1371. ## IFR Circuits/Crosswind Testing In real life, BIKF is a common destination for aircraft manufacturers to test their aircraft’s heavy crosswind capabilities. DEL must coordinate all such aircraft with APP prior to issuing any clearance. The flight may be issued a clearance with the clearance limit of “Keflavik,” specifying that the flight is performing IFR circuits (or crosswind testing), with any relevant departure instructions as coordinated with APP. For example: > 🎧 BOE1, cleared to Keflavik, IFR circuits, after departure runway 19 climb straight ahead to 5000ft, squawk 1322. # Keflavik GND **Keflavik Ground (BIKF\_GND, as well as BIKF\_2\_GND if online)** is responsible for controlling the aprons and taxiways at BIKF. ## Parking Locations There are two main distinct parking areas on the aerodrome: - **Terminal Apron**, also known as the "North Apron." There are two distinct sub-areas of the Terminal Apron: - *Maintenance Area* – This is a separate small apron on the Western end of the complex. - *Terminal Remote East Apron* - This recently opened remote parking expansion consists of the area east of N13 holding point. - **East Apron** - Primarily a freight and large aircraft apron, also used for business jets (the Southern end of the East Apron hosts the FBOs) and helicopters.Not all sceneries will have the Terminal Remote East Apron, or some of BIKF's newer taxiways such as Taxiway M and M1.
There is also the Western Complex, which is used exclusively by military fast jets operating in support of the Icelandic Air Policing mission. The following table describes specific parking locations for specific types of flights.| **Flight Type** | **Parking Location** |
| **Scheduled Passenger *(Schengen Area)*** | Stands 1-6 (Terminal Apron) |
| **Scheduled Passenger *(Other)*** | Stands 7-14 (Terminal Apron)\* Terminal Remote East Apron |
| **Cargo** | Terminal Remote West Apron East Apron |
| **General Aviation** | East Apron |
| **Military** | Western Complex |
| **Stand(s)** | **Release Point** | **Overflow Release Point** |
| **1, 3, 5, 7, 44, 46** | 9 | 10 |
| **9, 40, 42** | 10 | 9 or 11 |
| **11, 14** | 8\* *\*Aircraft may be instructed to face East or West depending on expected taxi route after pushback.* | |
| **8** | 6 | 4 *(size category C only)* |
| **62, 63, 65** | 12 or 11 | |
| **10, 79** | 6 | 7 |
| **12, 77** | 7 | 6 |
| **76, 78** | 4 | 3 or 2 |
| **74** | 3 | 2 or 4 |
| **70, 71, 72, 73** | 1 | 2 |
| **75** | 2 | 1 |
| **55, 57, 59, 61** | 13 | *n/a* |
**NOTE:** Some pilots, particularly in older simulators, may not have the ability to push to a specific release point. If this is the case, then GND may clear the aircraft for pushback without specifying a tug release point. GND should be cautious of other traffic that is taxiing or pushing back.
## A380 Ground Movement Due to the massive size & wingspan of A380s, specific taxiways have been designated for A380 ground movement. [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/screenshot-2023-09-13-at-8-02-38-pm.png) A380s may only be taxied on the yellow taxiways marked above, and should only be parked at the A380 parking area on the East Apron (stand 120.) A380s are also expected to use the A380 holding position for RWY 01, parallel to the typical E1 holding point for RWY 01 (see bottom of the chart).Controllers may also consider strategically taxiing or backtracking aircraft via the runways to shorten A380s’ taxi distance.
## Secondary GND Position BIKF has an overflow aerodrome frequency, which for VATSIM purposes has the login callsign BIKF\_2\_GND. BIKF\_2\_GND may relieve any of the usual responsibilities of either BIKF\_GND or BIKF\_TWR. BIKF\_2\_GND may only be opened with the approval of the existing BIKF\_GND (if performing Ground responsibilities) or BIKF\_TWR (if performing Tower responsibilities) controllers. BIKF\_2\_GND may adopt the callsign “Keflavik Ground” or “Keflavik Tower,” depending on whether it is performing Ground or Tower responsibilities. # Keflavik TWR **Keflavik Tower (BIKF\_TWR)** is responsible for BIKF’s runways, and for providing ATC service in the Keflavik Control Zone (BIKF CTR.) ## Runway Configuration ### Preferred Runways **RWY 01/19** is preferred for noise abatement. Therefore, if the tailwind component for RWY 01 or 19 is less than 5 KTS, TWR shall designate RWY 01 or 19 as the active runway. When the tailwind component exceeds 5 KTS for RWY 01 or 19, TWR shall revise the runway configuration to use whichever runway has the strongest headwind component as the active runway. Additionally, **landing RWY 10** and **departing RWY 28** may be approved at pilot request (traffic permitting) for noise abatement. ### Low Visibility Runways Additionally, note that RWYs 10 & 19 are CAT II equipped, and therefore they are the only runways usable for landing when Low Visibility Procedures (LVP) are in effect. See the Low Visibility Procedures page for more information. ### Dual Runway Operations During periods of heavy traffic, Keflavik Tower may, in coordination with Keflavik Approach, implement dual runway operations at BIKF. There are two variations of dual runway operations: - **Upon Request:** Designating one runway as the active runway, but permitting departures/arrivals on the other runway on request. - **Dual Operations:** Using one runway for all arrivals, and the other for all departures. During such operations, Keflavik Tower & Keflavik Ground shall keep in mind the following: - Whenever both runways are active (whether for a one-off departure or arrival, or indefinitely), any blanket crossing clearances automatically become invalid. GND must not instruct aircraft to cross any runway if TWR has not cleared that individual aircraft to do so. - Departing aircraft must not be cleared to take off until any landing aircraft on the intersecting runway have cleared the departing runway fully. - TWR may verify this visually without coordinating with GND. ## Keflavik Control Zone (BIKF CTR) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/screenshot-2023-09-13-at-9-12-09-pm.png) The BIKF CTR ranges from GND – 3000ft. It is directly bordered by the Reykjavik Control Zone (BIRK CTR) to the east, and is surrounded by the Faxi TMA above and to the sides. ### Traffic Circuit The standard traffic circuit for BIKF is west of RWY 01/19, and south of RWY 10/28. In other words, the turn direction of the circuit is Left for RWY 01 & 28, and Right for RWY 10 & 19. The standard circuit altitude is 1200ft. ### VFR Route 6 There is only one VFR route in the BIKF CTR for single-engine aircraft – **route 6** to/from BIRK (named “Straumsvik”) at 1000ft. See the VFR Guide for more information. VFR departures not on a VFR route should be instructed to report **12 NM out** from BIKF. They should be coordinated with either Reykjavik Tower or Keflavik/Reykjavik Approach if they will be entering the BIKF CTR or Faxi TMA, prior to them reaching the relevant airspace boundary. If an aircraft will not enter the BIKF CTR, and will remain below the Faxi TMA, it may be released to UNICOM without coordination. ### Overlying Airspace: The Faxi TMA The airspace directly overlying the BIKF CTR is the Faxi TMA. The Faxi TMA has “collars” (formerly known as "buffer zones") next to the BIKF CTR which extend down to 1000ft and 2000ft respectively – see the image below: [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/YWKimage.png) TWR should coordinate VFR aircraft leaving the CTR, including the collars, with APP. If a departing aircraft will only briefly enter the buffer zone without entering the TMA itself, and there is no conflicting IFR traffic, APP may simply have TWR release the aircraft to UNICOM. ### Special Airspace Neighboring restricted & training areas include Sandskeid, Sletta, and for the duration of the volcanic eruption on Reykjanes Peninsula, danger area BIR4. When there is activity in these areas, Tower should notify aircraft in the vicinity and add appropriate text to the ATIS, e.g., "GLIDERS OPERATING AT SANDSKEID." ## Missed Approach TWR shall instruct aircraft to follow the standard missed approach. If an aircraft is unable to fly the standard missed, TWR shall instruct them to climb straight ahead to 3000ft. TWR shall coordinate all missed approaches with APP prior to transferring them to APP. ## Next ATS Unit for Departures Generally, all IFR departures should be transferred to Keflavik APP (BIKF\_APP), or whoever is covering it top-down. If both Keflavik and Reykjavik APP are online, then TWR should transfer the aircraft to whichever APP sector the aircraft will be entering the airspace of first. If in doubt, confirm with Keflavik APP. ## Reduced Runway Separation Minima The use of reduced runway separation minima (RRSM) is permitted at BIKF, subject to the conditions outlined in the Tower SOP. # Low Visibility Procedures At BIKF, Low Visibility Procedures (LVP) come into effect when either the ceiling or the touchdown RVR have reduced to the point that ground visibility is affected. The touchdown RVR for each runway may be found at the BIKF AWOS (Automated Weather Observing System) webpage, here: [awos.kefairport.is/Map.aspx](http://awos.kefairport.is/Map.aspx) LVP is enacted in four phases. #### **1. Preparation Phase** When the touchdown RVR reaches 800m and/or the ceiling is 300ft or less. - TWR and APP shall coordinate to revise the runway configuration to land on either RWY 10 or 19 (only those two runways are CAT II equipped.) - Departures may continue on RWY 01 or 28. - ATC may not give conditional taxi instructions. - Increased separation (at least +2nm) should be given between all departures and arrivals. #### **2. Activation Phase** When the touchdown RVR is less than 550m and/or the ceiling is 200ft or less. GND & TWR should notify all aircraft upon first contact that low visibility procedures are in effect. The following text should also be added to the ATIS: “LOW VISIBILITY PROCEDURES IN EFFECT.” *(The Euroscope ATIS generator set up in the sector file should do this automatically.)*When RVR is less than 550m, only **one aircraft** is allowed to move in the maneuvering area at once. This will severely limit airport capacity, to around 10 movements per hour.
#### **3. Deactivation Phase** When touchdown RVR increases to 550m or more and ceiling is higher than 200ft. - TWR & APP should coordinate to determine if the runway configuration should be revised when the visibility has improved. #### **4. Termination Phase** When touchdown RVR is 800m or more, the ceiling is above 200ft, and the conditions are expected to continue to improve. At this point, LVP is no longer in effect, and normal operations may resume. # BIRK | Reykjavik Local operating procedures for BIRK. (Aerodrome only – see Faxi TMA chapter for APP procedures.) # General Reykjavik Airport (BIRK) is the second-largest airport in Iceland. It mainly handles domestic scheduled operations, as well as general aviation. ## Runway Information| **Runway ** | ** RWY Dimensions (m) ** | ** Heading ** |
| 01 | 1567 x 45 | 010 |
| 19 | 1567 x 45 | 190 |
| 13 | 1230 x 45 | 131 |
| 31 | 1230 x 45 | 311 |
| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| Reykjavik Ground (RKG) | BIRK\_GND | “Reykjavik Ground” | 121.700 |
| Reykjavik Tower (RKT) | BIRK\_TWR | “Reykjavik Tower” | 118.000 |
| Reykjavik ATIS (/RK) | BIRK\_ATIS | — | 128.100 |
As of 20th March 2024, all departing aircraft shall receive a **standard IFR clearance**; no oceanic clearances are to be issued.
## Delivery ### Overview of SIDs| **TERMINATING FIX** | **RUNWAY** | |||
| **01** | **19** | **31** | **13** | |
| **EL** ***Ellidavatn/Elliðavatn*** | 1 | 2 | 3 | 4 |
| **KFV** ***Keflavik*** | 1 | 2 | 3 | 4 |
| **MYRAR** | 1 | 2 | 3 | 4 |
| **Initial Climb: **FL290 *(or RFL if lower)* | ||||
The EL (Ellidavatn) departures may terminate at several fixes – EL, REKVA, TIBRA, LUTER, or METIL. It is not required to state the terminating fix in the IFR clearance, assuming said fix was already in the aircraft’s flight plan. If one changes the terminating fix, then one should specify the new terminating fix in the clearance (e.g., “Ellidavatn 2 departure, direct LUTER.”)
### Standard Routings for Departures Iceland AIP ENR 1.8.3.1.3.7 defines standard routing requirements for departures from BIRK. For ease of reference, they are summarized in the following images: [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/ZYFimage.png) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/bZ9image.png) ### G3 Airway Restriction For aircraft departing BIRK (and BIKF), the G3 airway is not available, except to aircraft with short-range navigational equipment only (e.g., VOR navigation.) If an aircraft has filed a flight plan routing via G3, they should be rerouted as per the standard routings above. ### IFR Flights to BIKF DEL shall coordinate all IFR flights from BIRK to BIKF prior to issuing the clearance. APP will provide either a direct to one of BIKF's Initial Approach Fixes (IAFs), or radar vectors, depending on the traffic situation. Such clearances follow the general format of non-standard clearances (see Delivery SOP page), for example: > 🎧 ICE9303, cleared to Reykjavik, after departure runway 19 direct ELVUM, initial climb 5000ft, squawk 1317. ## Ground ### Parking Locations| **Flight Type** | **Parking Location** |
| **Scheduled Passenger** | Apron 4 ("North Apron") Apron 1 *(Arctic Eagle / FEI only)* |
| **General Aviation / Charter Passenger** | Fluggardar (Hangars 21-37) Apron 1 ("East Apron" – includes FBO) Apron 7: Icelandic Flight Academy Apron/Hangar 3 (Heli) |
| **Coast Guard (ICG)** | Apron/Hangar 2 |
All aprons **EXCEPT** Fluggardar are controlled. Fluggardar is **uncontrolled.**
### Run Up Areas At BIRK, there are two unmarked run-up areas. One is located east of Hangar 4 (east of taxiway G on Apron 4), and one is located to the west of Hangar 8 (on Apron 1). [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/vesimage.png) The first run-up location is generally used by aircraft coming from Fluggardar, and the second is generally used by aircraft coming from Aprons 1/7. Aircraft requesting run-up may be taxied “to Hangar \[4/8\] for run-up.” # Reykjavik TWR Reykjavik Tower (BIRK\_TWR) is responsible for BIRK’s runways, and for providing air traffic control service within the Reykjavik Control Zone (BIRK CTR.) ## Runway Configuration Controllers should consider that RWY 01/19 is considerably longer than RWY 13/31 (1567 vs 1230m). Moreover, only RWY 19 has an ILS (RWY 13 only has a localizer, and RWYs 01 and 31 have no precision landing equipment.) Therefore, while there is no "general" preferred runway, heavier aircraft such as turboprops and jet airliners may prefer or even require RWY 01/19, even if the winds slightly favor RWY 13/31. ## Reykjavik Control Zone (BIRK CTR) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/screenshot-2023-09-13-at-9-13-21-pm.png) The BIRK CTR ranges from GND – 3000ft. It is directly bordered by the Keflavik Control Zone (BIKF CTR) to the west, and is surrounded by the Faxi TMA above and to the sides. ### Traffic Circuit The standard traffic circuit for BIRK is south of Runway 13/31, and west of Runway 01/19. Therefore, the circuit direction is Left for RWY 01 & 31, and Right for RWY 13 & 19. ### VFR Routes Five VFR routes are published within the CTR for single-engine VFR aircraft – routes 1, 2, 3, 4, and 6 (route 5 is not in use). See the VFR Guide for more information. VFR departures not on a VFR route should be instructed to report **6 NM out** from BIRK. They should be coordinated with either Reykjavik Tower or Keflavik/Reykjavik Approach if they will be entering the BIRK CTR or Faxi TMA, prior to them reaching the relevant airspace boundary. If an aircraft will not enter the BIRK CTR, and will remain below the Faxi TMA, it may be released to UNICOM without coordination. ### Overlying Airspace: The Faxi TMA The airspace directly overlying the BIKF CTR is the Faxi TMA (Terminal Manoeuvring Area). Specifically, the Keflavik (KF) sector of the Faxi TMA directly overlies the BIRK CTR. Moreover, the Faxi TMA has “buffer zones” next to the BIRK CTR which extend down to 1000ft and 2000ft respectively. See the image below. [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/YWKimage.png) TWR should coordinate VFR aircraft leaving the CTR into the TMA, including the collars, with APP. If a departing aircraft will only briefly enter the buffer zone without entering the TMA itself, and there is no conflicting IFR traffic, APP may simply have TWR release the aircraft to UNICOM. ### Special Airspace Neighboring restricted & training areas include Sandskeid, Sletta, and for the duration of the volcanic eruption on Reykjanes Peninsula, danger area BIR4. When there is activity in these areas, Tower should notify aircraft in the vicinity and add appropriate text to the ATIS, e.g., "GLIDERS OPERATING AT SANDSKEID." ## Missed Approach TWR should instruct aircraft to follow the standard missed approach. If an aircraft is not able to fly the standard missed, TWR should instruct the aircraft to climb straight ahead to 5000ft, or coordinate appropriate vectors with APP. TWR shall coordinate all missed approaches with APP prior to transferring them to APP. ## Clearance Below 2000ft (VFR / Visual App) Twin- or multi-engine aircraft arriving BIRK which are VFR, or requesting a visual approach, **must be cleared below 2000ft by Reykjavik TWR.** APP shall coordinate all aircraft with TWR prior to transfer of control; if TWR grants the clearance below 2000ft, then APP may communicate that to the pilot. In the rare circumstance that traffic congestion in the CTR/circuit do not permit giving clearance below 2000ft as described above, TWR must provide the aircraft alternate instructions (e.g., orbiting/holding away from the airport.) Alternatively, TWR may deny the aircraft permission to enter the CTR. ## Next ATS Unit for Departures Generally, all departures should be transferred to Keflavik APP (BIKF\_APP) after departure. If both Keflavik and Reykjavik APP are online, then TWR should transfer the aircraft to whichever APP sector the aircraft will be entering the airspace of first. If in doubt, confirm with Reykjavik APP. ## Reduced Runway Separation Minima The use of reduced runway separation minima (RRSM) is permitted at BIRK, subject to the conditions outlined in the Tower SOP.**NOTE:** Due to the airport layout at BIRK often requiring backtracks, and the shortness of the runways, controllers may find it difficult to obtain the necessary separation distances to apply RRSM.
# BIAR | Akureyri Local operating procedures for BIAR. # General**UPDATE:** Effective **1 March 2024,** BIAR requires a **Tier 2** endorsement to control. All existing S2 controllers, as well as any students currently in S2 training who have already been trained on BIAR, will automatically receive this endorsement. New S2 students must request training for this endorsement separately, after they have received their S2 rating.
Akureryi Airport (BIAR) is located in the northern part of Iceland. Akureyri accepts domestic flights from across Iceland, as well as a limited selection of international flights. ## Runway Information| **Runway ** | ** RWY Dimensions (m) ** | ** Heading ** |
| 01 | 2400 x 45 | 007 |
| 19 | 2400 x 45 | 187 |
| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| Akureyri Tower (ART) | BIAR\_TWR | “Akureyri Tower” | 118.200 |
| Akureyri ATIS (/AR) | BIAR\_ATIS | — | 136.200 |
As of 20th March 2024, all departing aircraft shall receive a **standard IFR clearance**; no oceanic clearances are to be issued.
This page only covers the "normal" aerodrome-level procedures for BIAR. For information on the procedural approach service which Akureyri TWR also provides, see the Procedural Approach page.
## Delivery ### Overview of SIDs| **END FIX** | **RWY 01** | **RWY 19** |
| **AR** ***(Akureyri NDB)*** | 1A | |
| **AKI** ***(Akureyri VOR)*** | 2A, 2B | |
| **ASKUR** | 1A\*, 1B\* | 1C\*\*, 1D, 1E |
| **MAMEP** | 1A\* | |
| **JARRI** | 1C\*\*, 1D, 1E | |
| **PERUR** | 1A\* 1B\* | 1D |
| **RETUR** | 1D\*\* | |
| **UTISU** | 2A\* |
As indicated above, several of BIAR’s SIDs are restricted to only aircraft of certain performance categories. Aircraft incapable of meeting the performance requirements for a given SID should be assigned an appropriate alternative, or as a last resort, may be issued a visual climb.
## Ground There is only one apron, and one taxiway (taxiway A) that leads to/from the runway. When managing a combination of departures and arrivals, it may be beneficial to tactically utilize backtracking to allow departures to line up while arrivals make a U-turn to exit the runway. ## Tower ### Traffic Circuit The standard traffic circuit is a right-hand circuit for runway 01, and a left hand circuit for runway 19. I.e., the circuit is always East of the runway. ### Akureyri Control Zone (BIAR CTR) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/CNFimage.png) The Akureyri CTR has a lower limit of GND and an upper limit of 3000ft.In real life, the Akureyri CTR reverts to Class G and becomes the Akureyri ATZ outside the operating hours of Akureyri TWR. On VATSIM, since we simulate that Akureyri TWR is operating whenever anyone is controlling it/covering it top-down, the Akureyri CTR is always active as Class D airspace.
The Akureyri TMA (also controlled by Akureyri Tower; see chapter 3.4) overlies the CTR. The recreational airfield BIMM (Melgerðismelar – “Melgerdismelar”) exists within BIAR CTR, and has an associated recreational airspace area. This airfield is often used for ultralight and recreational gliding operations. Aircraft within the vicinity of BIMM shall monitor BIAR TWR’s frequency. There are no officially defined VFR routes or reporting points. - In real life, TWR may ask aircraft to report passing **Hrafnagil** (a village south of Akureyri) when entering the CTR from the South (or leaving to the South), or **Svalbarðseyri** (a village north of Akureyri, on the east side of the fjord) when entering the CTR from the North (or leaving to the North). - However, VATSIM pilots may not necessarily be familiar with these locations. Therefore, Akureyri Tower on VATSIM is not expected to use these points, and may simply instruct aircraft to “report leaving/approaching the control zone.” ### Reduced Runway Separation Minima The use of reduced runway separation minima (RRSM) is permitted at BIAR, subject to the conditions outlined in the Tower SOP.Due to the airport layout at BIAR often requiring backtracks, and the short length of the runway, controllers may find it difficult to obtain the necessary separation distances to apply RRSM except with light aircraft.
# Procedural Approach Akureyri Tower is unique within Iceland, in that it is the only TWR unit which also provides an approach control service within the Akureyri TMA. ## Akureyri TMA [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/VRAimage.png) The Akureyri TMA has a lower limit of 3000ft and an upper limit of 7000ft. It overlies the Akureyri CTR, and is surrounded by the Class E airspace of Reykjavik ACC. It is Class D airspace.In real life, outside of the operating hours of Akureyri Tower, the TMA reverts to Class E airspace and is controlled by Reykjavik ACC. However, on VATSIM, we simulate Akureyri Tower as being in operation whenever anyone is controlling the position, so for all intents and purposes the airspace is always Class D.
### Primary Surveillance Radar (PSR) Primary surveillance radar (PSR) is available within Akureyri TMA. Akureyri TWR may use PSR to stay situationally aware of traffic in their airspace. However, Akureyri TWR shall at all times adhere to **procedural** separation minima, and may **not** vector aircraft or apply radar separation minima. The only exception is when Akureyri TWR is providing a surveillance radar approach service (LOC/ASR approach; see below.) ## IFR Arrivals Upon first contact, TWR shall give all aircraft the local QNH. ### STAR/Initial Approach #### Runway 19 Runway 19 at BIAR has published STARs. Reykjavik ACC clears aircraft onto the STAR and descends them to 7000ft, then transfers the aircraft to TWR prior to them commencing the STAR. Upon first contact, TWR will issue further descent to 6000ft.There are some STARs with the same starting fix but different routings (e.g., MAMEP1M and MAMEP1N.) In these cases, the **"M" STAR is preferred** (i.e., MAMEP1M), as it connects directly to the ILS approach for RWY 19.
If Reykjavik is offline, then TWR may send a “contact me” to the aircraft before they reach the STAR's first waypoint. TWR may then issue clearance onto the STAR and descent to 6000ft. For example: > 🎧 ICE200, Akureyri Tower, cleared AFPAC 1M arrival, descend 6000ft, QNH 1014. #### Runway 01 Runway 01 has no published STARs. Therefore, aircraft generally proceed directly to the IAF for the instrument approaches — NB, GILTU, or PEXIL. On first contact, aircraft should be descended to the initial approach altitude for their intended approach type and IAF, and given the local QNH. The initial approach altitudes for each IAF and approach are as follows:| **BIAR RWY 01 Initial Approach Altitudes** | |||
| ** ** | *Approach Type* | ||
| *IAF* | **ILS** | **LOC** | **LOC A** |
| **NB** | 6100’ | 6500’ | |
| **GILTU** | — | 6800’ | |
| **PEXIL** | 6000’ | — | |
Generally, "report established" is used for **ILS** approaches, "report established on final approach course" is used for **LOC, VOR, and NDB** approaches, and "report established on final approach track" is used for **RNAV/RNP** approaches.
#### Runway 19 There are two instrument approaches mainly used for runway 01: the ILS and the RNP X approaches. They are assigned depending on which STAR the aircraft is on: - If the aircraft is on a STAR ending with the letter **M**, they should be cleared for the ILS approach. - If the aircraft is on a STAR ending with the letter **N**, they should be cleared for the RNP X approach. #### Runway 01 There are two main instrument approaches used for runway 01: the ILS and Localizer approaches. The **ILS** approach is a straight-in ILS with a steep approach angle (5.3 degrees). In general, it is preferred; however, because of the steep approach angle, aircraft may occasionally require the Localizer approach. The **Localizer** approaches into BIAR offer a less steep approach angle, but a lower precision and more challenging approach. - Unlike most airports, BIAR’s localizer approach uses a different localizer beacon than the ILS approach. The localizer approach uses an offset localizer that follows the valley towards the airport, allowing for a less steep approach, but requiring a left turn on short final to line up with the runway. - There are two localizer approaches – the **LOC** approach for aircraft categories **A & B,** and the **LOC A** approach for aircraft categories **C & D.** - The two approaches are essentially identical in lateral routing, but the LOC approach (categories A/B aircraft) has a slightly less steep approach path. TWR is expected to clear aircraft onto the appropriate approach for their category. NB/PEXIL are the IAFs for the ILS approach, and GILTU/NB are the IAFs for the LOC/LOC A approaches. Reykjavik Control will generally route aircraft directly to these fixes.**NOTE!** The initial approach altitudes are subject to change, and are only provided here for reference. Always consult the current Iceland AIP for the most up-to-date approach altitudes.
## Arrival Sequencing and Holding If there are two or more arrivals at once, until the first aircraft has established onto the ILS/final approach track, no further aircraft may be cleared for approach. If the second aircraft reaches the IAF before the first aircraft is established onto final approach, the second aircraft must hold until the first aircraft is established. The following IAFs have published holds: NORFI, ARLAX, and AKI. Their MHAs are: - NORFI & ARLAX – 6000ft - AKI – 5000ft - NB – 6500ft For aircraft approaching an IAF without a published hold (e.g., GITTA), TWR should re-route the aircraft to an IAF with a published hold to hold there. Aircraft should maintain at least 6000ft to ensure terrain clearance. Published holds may be issued using the abbreviated phraseology: *“Hold at **\[FIX\]** as published, **\[LEVEL\].**”* For example: > 🎧 ICE123, hold at ARLAX as published, 6000ft. When issuing a non-published hold, or if a pilot requests the full details of the hold, the following information should be given at minimum: - Holding fix - Level - Inbound track/course The following may also be specified: - Turn direction (left or right turns. If not specified, it is assumed that the holding shall use right turns.) - Time/length of leg (in minutes or NM. If not specified, it is assumed that the holding shall use 1-minute legs.) The following phraseology may be used: ***\[CALLSIGN\]**, hold at **\[FIX\], \[LEVEL\], \[INBOUND COURSE\], \[LEFT/RIGHT\]** turns, **\[LEG TIME/LENGTH\].* For example: > 🎧 ICE123, hold at NORFI as published, 6000ft, inbound course 159, right turns, one minute legs.Because the MHA of all the holds are quite close to the upper limit of the TMA, combined with the small size of the TMA itself, there is a significant capacity constraint on the amount of aircraft Akureyri TWR may hold in the TMA at once. If there is a substantial amount of arriving traffic (>4 in the TMA at once), TWR should coordinate with Reykjavik ACC to hold aircraft outside of the TMA.
## Missed Approach TWR should instruct aircraft to follow the standard missed approach. The standard missed approaches vary between runways and approaches, and should be strictly adhered to to maintain terrain clearance. Once the aircraft has completed the missed approach procedure, they may be cleared direct to one of the approach IAFs to try the approach again. If aircraft are unable to fly the standard missed, TWR should instruct the aircraft to perform a visual climb to an appropriate waypoint/beacon (e.g., AKI for RWY 01, or NB for RWY 19), climbing to 6000ft. The aircraft may then be cleared further direct to one of the IAFs. ## Non-Standard Approaches ### RNP Y / LOC Approaches (RWY 19) These approaches for RWY 19 are very similar to the ILS approach, sharing the same IAFs and essentially the same lateral routing/vertical profile. They may thus be treated the same, simply substituting the appropriate phraseology (e.g., saying “RNP Y” or “Localizer” instead of “ILS.") ### NDB Approach (RWY 19) The NDB approach into BIAR is a “teardrop” procedure. The aircraft starts at AKI VOR, flies outbound, then makes a long right turn (>180 degrees) to fly inbound OE. After OE, the aircraft joins a short final for runway 19. Aircraft on the NDB approach should be asked to report outbound from AKI, and then inbound OE. Once an aircraft is inbound OE, it is considered to be on final approach track, and further aircraft may be cleared for approach. ### LOC/ASR Approach (RWY 01) The LOC/ASR approach for runway 01 is a unique procedure which combines the offset localizer, which is used for initial approach, with a surveillance radar approach, which is used for the left turn to final. This is the only circumstance in which Akureyri Tower is authorized to issue instructions based on radar. The procedure is as follows: 1. Via NB or GILTU, the aircraft establishes onto the localizer, and descends like it would on a normal localizer approach. 2. The aircraft shall report 12 DME out. At this point, TWR may radar identify the aircraft (i.e., look at their radar scope to determine which return corresponds to an aircraft 12 NM out from the localizer.) 3. At 4.7 DME, TWR begins vectoring the aircraft, giving it heading instructions to line it up with the runway (starting with a heading of 007). - TWR will instruct the aircraft not to acknowledge further transmissions from them. - Starting from 4.0 DME, TWR will also provide pre-calculated advisory altitudes to the pilot. 4. Once the aircraft is visual, the surveillance radar portion of the approach is completed, and the aircraft continues on a visual approach to the runway. 5. If the aircraft has not reported visual by 2 DME, then they should be instructed to continue visually or go around. When a LOC/ASR approach is in progress, TWR should be *solely focused* on issuing instructions to the aircraft on approach. Other aircraft should be instructed to hold, standby, etc. as appropriate. Due to the complex nature of the approach, it is best demonstrated using an example: > 🎧 ICE421, via GILTU, cleared LOC/ASR approach runway 19, report established on the localizer. > > 🧑✈️ Cleared LOC/ASR approach runway 19, wilco, ICE421. > > … > > 🧑✈️ ICE421, established on the localizer. > > 🎧 ICE421, roger. > > … > > 🧑✈️ ICE421, 12 DME. > > 🎧 ICE421, radar contact, this will be a surveillance radar approach for runway 01, terminating at 2 miles from touchdown, check your minima. > > 🧑✈️ Roger, ICE421. > > 🎧 ICE421, winds 330 degrees 10 knots, runway 01, cleared to land. > > 🧑✈️ Cleared to land, ICE421. > > … > > **\[Once the aircraft reaches 4.7 DME\]** > > 🎧 ICE421, turn left heading 007, report visual. > > 🧑✈️ Left heading 007, wilco, ICE421. > > 🎧 ICE421, do not acknowledge further transmissions. > > … > > 🎧 ICE421, 4 miles from touchdown, altitude should be 1490 ft. > > … > > 🎧 ICE421, 3.5 miles from touchdown, altitude should be 1310 ft. > > … > > 🎧 ICE421, going left of track, turn left 2 degrees. > > … > > 🎧 ICE421, closing slowly from the left, 3 miles from touchdown, altitude should be 1120 ft. > > … > > 🎧 ICE421, turn right 2 degrees. > > … > > 🎧 ICE421, on track, 2.5 miles from touchdown, altitude should be 940 ft. > > … > > 🧑✈️ Visual, ICE421. > > 🎧 ICE421, on track 2 miles from touchdown, approach completed. Some important phraseology to keep in mind when performing a LOC/ASR approach include the following (sourced from ICAO Doc 4444): [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/38zimage.png) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/S8Wimage.png) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/uSaimage.png) ## Departures Generally, departures should be asked to report passing 7000ft, after which they may be transferred to Reykjavik Control. If the departure's flight path may cross the path of any arrivals, or if the flight path of the departure is not defined (e.g., it is on a visual climb), then TWR should hold arrivals until the departure has left the TMA. ## VFR in the TMA As Akureyri Tower is responsible for BIAR TMA, that means that Akureyri Tower is also responsible for VFR aircraft within the TMA. VFR aircraft require clearance to enter the TMA. For example: > 🎧 (TF-)ISN, cleared to enter the Akureyri TMA, 3500ft or below, QNH 1010. BIAR TWR controllers are reminded that the TMA and the CTR are *separate* airspaces with different lateral and vertical boundaries. For example: - Aircraft leaving the CTR below 3000ft will not enter the TMA, and therefore should be released to UNICOM as soon as they pass the CTR boundary. - Similarly, aircraft crossing the TMA’s lateral boundaries below 3000ft are not within the TMA, and may remain on UNICOM until approaching the CTR (if inbound to BIAR.) BIAR TWR controllers are also reminded that in Iceland, above 3500ft, VFR aircraft shall cruise at levels following the semi-circular rule (East = odd level, West = even level) plus 500ft. - I.e., within the TMA, valid cruising levels for a VFR flight tracking Eastbound would be 3500ft or 5500ft, and valid cruising levels for a VFR flight tracking Westbound would be 4500ft or 6500ft. The airspace surrounding the CTR (below 3000ft) is Class G (uncontrolled) airspace. Aircraft leaving the CTR without climbing above 3000ft should be instructed to monitor UNICOM. The airspace surrounding the TMA (3000ft and above) is Class E airspace controlled by Reykjavik ACC. Reykjavik ACC may provide a flight information service upon request to VFR aircraft in this airspace, but is not *required* to do so. - Hence, VFR aircraft leaving the TMA should be told “frequency change approved.” It is the pilot’s responsibility to either monitor UNICOM, or at their own discretion, change to the Reykjavik Control frequency to request FIS. # Faxi TMA (BIKF & BIRK APP) Local operating procedures for Keflavik & Reykjavik Approach in the Faxi TMA. # General The following page lists information and procedures applicable to the entire Faxi TMA, i.e., both Keflavik & Reykjavik Approach. ## List of ATS Positions| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| Keflavik Approach (KFA) | BIKF\_APP | “Keflavik Approach” | 119.300 |
| Reykjavik Approach (RKA) | BIRK\_APP | “Reykjavik Approach” | 119.000 |
| Keflavik Final (KFF) | BIKF\_F\_APP | “Keflavik Approach” | 119.150 |
| **INITIAL FIX** | **RUNWAY** | |||
| **01** | **10** | **19** | **28** | |
| **DEVUD** | 4N | 4M | 2K | 1H |
| **NASBU** | 4N | 2M | 3K | 1H |
| **ASRUN** | 3N | 2M | 2K | 1H |
| **BASLU** | 3N | 3M | 2K | 2H |
| **BIRNA** | 2N | 3M | 3K | 2H |
| **ELDIS** | 3N | 3M | 3K | 3H |
| **GIRUG** | 3N | 3M | 2K | 2H |
| **INGAN** | 5N | 3M | 2K | 2H |
Traffic permitting, it is common practice for APP to cancel the STAR and clear aircraft directly to the IAF.
To ensure that no aircraft violates the minimum horizontal separation of 3 NM in the TMA, APP shall establish aircraft onto the ILS with no less than **5 NM** separation. During single runway operations, APP should aim for **7 NM** between arrivals, to ensure sufficient gaps for departures. The ILS Z approaches have a published minimum speed of 160kts until 4 NM from the airport. APP may issue a higher/lower speed requirement, or cancel this speed restriction, as necessary for separation and sequencing. Arrivals on the ILS Z or RNP approaches may be transferred to TWR as soon as they have passed the IAF. For any other approach, APP should wait until the aircraft is established on final approach track/course. ### Missed Approach TWR shall instruct aircraft to follow the standard missed approach, which is generally runway track to 3000ft (except for RWY 10, where it is runway track to D5.0 IKF and then left turn heading 328 climbing to 3000ft.) If an aircraft is unable to fly the standard missed, TWR will instruct them to climb straight ahead to 3000ft. TWR shall coordinate all missed approaches with APP prior to transferring them to APP. ### Non-Standard Approaches If aircraft are unable to accept the ILS Z approach, then alternative approaches should be offered in order of precision. #### RNP & LOC Z The published RNP & LOC Z approaches largely mirror the ILS Z approaches, and share the same published minimum speed of 160kts until 4 NM from the airport. #### Vectored ILS Aircraft on a vectored ILS approach into BIKF should be established no closer than 10 NM out. #### ILS Y / VOR The ILS Y and VOR approaches at BIKF are non-RNAV ILS procedures. They are teardrop-shaped procedures commencing from KFV VOR. Aircraft requesting these approaches should be cleared direct to KFV as soon as practical. After KFV, aircraft should report beacon outbound, and then established on the ILS/final approach course (as appropriate.)Due to the added difficulty of sequencing aircraft on these procedures while the ILS Z/RNP approaches are also in use, it is preferred to vector aircraft onto the ILS instead of using these procedures.
Since the ILS Y and VOR approaches requires the aircraft to descend below 3000ft (into the BIKF CTR), APP should coordinate with Keflavik TWR to make them aware of any aircraft on such approaches. #### NDB (RWY 10) The NDB approach for RWY 10 is a racetrack procedure commencing from KF NDB. Aircraft may be cleared direct KF as soon as practical. The aircraft should be asked to report on final approach course, at which point it may be transferred to TWR. Since the NDB approach requires the aircraft to descend below 3000ft (into the BIKF CTR), APP should coordinate with Keflavik TWR to make them aware of any aircraft on such approaches. ## Departures Upon identifying a departure, traffic permitting, APP may clear the aircraft direct to the last waypoint of the SID, even though the last waypoints of the SIDs are outside of the TMA. - This does not require coordination with Reykjavik Control. - If giving such a direct, APP should also reiterate the initial climb to FL290 (simply as “climb,” not “climb via SID,” since the SID is cancelled.) E.g., > 🎧 ICE123, Keflavik Approach, identified, cleared direct OSKUM, climb FL290. For OMNI departures, APP should clear the aircraft direct to the first waypoint of its flight plan, and issue further climb to FL290, as soon as practical. ## LVP Operations When BIKF is in LVP, Keflavik Approach and Keflavik Tower should coordinate to revise the runway configuration so that the arrival runway is either RWY 10 or 19, as those are the only two CAT II equipped runways at BIKF. Approach should ensure additional spacing (at least +2 NM on top of usual minima) between aircraft. ## Final Approach Position (BIKF\_F\_APP) The Final Approach position is intended to relieve the workload of the primary Approach position during high traffic. The coordination name of BIKF\_F\_APP is **Keflavik Final** (Keflavik FIN for short), and its radio callsign is **“Keflavik Approach.”** FIN controls the airspace immediately surrounding the extended centreline of BIKF’s active arrival runway. FIN's airspace ranges from 3000 – 7000ft. For RWY 01, 10, and 19, FIN's airspace is a large box, roughly 40 NM on each side, around the extended centreline. See the images below for reference.| **RWY 01** | **RWY 10** |
|  |  |
| **RWY 19** | **RWY 28** |
|  |  |
Keflavik FIN does **not** control departures, or provide any top-down service for BIKF.
# Reykjavik APP **Reykjavik Approach (BIRK\_APP)** provides approach control service for all aircraft in the Reykjavik (RK) sector of Faxi TMA. If Reykjavik Approach is offline, **Keflavik Approach (BIKF\_APP)** bandboxes the RK sectors and performs these responsibilities. ## Arrivals While there is no official preferred runway at BIRK, as RWY 01/19 is the longer of the two runways at BIRK, heavier aircraft (e.g., turboprops and airliners) should be offered that runway where possible. ### Runway 19 STARs Only RWY 19 at BIRK has published STARs.| **INGAN** | 2N | **NASBU** | 1V |
| **MYRAR** | 1N | **TIBRA** | 1N |
| **REKNO** | 2N | **TERTU** | 2N |
| **VM** ***Vestmannaeyjar*** | 1N | ||
Technically, the RNP A is not runway specific. However, because it leads directly towards RWY 31 (and RWY 31 has no other published approaches), we treat it as the standard approach for RWY 31.
The various IAFs for the standard approaches at BIRK each have different altitudes at which pilots should cross them, due to terrain and built-up urban areas directly surrounding the airport (particularly to the East). The following table lists the current initial altitudes for each IAF at time of publication:| **RWY 01** (RNP) | NEXEM | **4000’** | **RWY 13** (LOC Z, RNP) | NARMO | **2400’** |
| BABTU | **3300’** | ELNIG | |||
| KERIR | **5100’** | TABIT | |||
| **RWY 19** (ILS Z, RNP) | MIKVU | **3600’** | **RWY 31** (RNP A) | FUZZO | **3500’** |
| LUSUG | **5100’** | EGGUR | |||
| KUSUR | **5000’** | DIZMA | |||
| EXINU *INGAN 2N, RH 2N, & MYRAR 1N only* | **3600’** *MYRAR 1N: ****3700’*** | ||||
**NOTE!** These altitudes may change over time as procedures & airspace are updated. Always reference the Iceland AIP to determine the correct published altitude.
### Missed Approach TWR will instruct aircraft to follow the standard missed approach. The missed approaches for each runway are as follows: - **RWY 01:** Climb runway track to RKT01 (7 miles out from BIRK), then turn left direct ALTUS, climbing to 3000ft. - **RWY 13:** Climb runway track to 4 miles out from BIRK (D4.0 IRE or RKT01, depending on approach), then turn right direct INGOX climbing to 2400ft. - **RWY 19:** Climb runway track to 800ft (for ILS/LOC APP) or 1000ft (for RNP), then turn right heading 322 climbing to 3600ft. - **RWY 31:** Climb runway track to INGOX, then turn right direct ALTUS, climbing 3000ft. If an aircraft is not able to fly the standard missed, TWR will initially instruct the aircraft to climb straight ahead to 5000ft. APP should consider issuing a vector to the west, to avoid violating the MVA areas east of BIRK. TWR shall coordinate all missed approaches with APP prior to transferring them to APP. ### Non-Standard Approaches If aircraft are unable to accept the above standard approaches, then alternative approaches should be offered in order of precision. #### RNP / LOC Z Like at BIKF, the RNP & LOC Z approaches at BIRK share the same lateral routing and vertical profile to the ILS/LOC Z approaches. Handling them is thus similar to an ILS Z approach, simply substituting the appropriate phraseology (e.g., "RNP" instead of "ILS Z.") #### Vectored ILS / LOC Aircraft on a vectored ILS approach into BIRK should be established no closer than 7 NM from the airport, at no greater than 30° from runway heading. #### ILS Y / LOC Y / NDB The ILS/LOC Y and NDB procedures for RWY 19 at BIRK are teardrop procedures commencing from RK NDB. Aircraft on these approaches should be routed direct RK as soon as practical. Once commencing the procedure, they should be asked report beacon outbound, then report established on final approach course/the ILS/localizer (as appropriate.) As these procedures will require the aircraft to descend into the CTR, Approach should coordinate with Reykjavik Tower to notify them of any aircraft on these approaches. ## Clearance Below 2000ft (VFR / Visual App) Twin- or multi-engine aircraft arriving BIRK which are VFR, or requesting a visual approach, **must be cleared below 2000ft by Reykjavik TWR.** APP shall coordinate all aircraft with TWR prior to transfer of control; if TWR grants the clearance below 2000ft, then APP may communicate that to the pilot. ## Departures Traffic permitting, it is common practice for Approach to issue a direct to the last waypoint of the SID immediately after radar identifying the aircraft, even if said waypoints lie outside the TMA. This does not require coordination with Reykjavik Control. # EKVG | Vagar Local operating procedures for EKVG. # LAI 1 - Vagar ## 1. Vagar Airport (EKVG) Vagar Airport is a hybrid of many sorts. Before controlling at EKVG you must: - Hold an S3+ rating or be S2 with an endorsement - Complete the material on Procedural Airport - Be confident with AFIS operation - Read and understand the EKVG part of the ATC training handbook of Iceland, to have clear understanding of Oceanic proceduresEKVG\_I\_TWR - 118.325 BIRD\_E1\_CTR - 126.750
| **Runways** | **Type of APP** | **Missed Approach** | **Type of Departure** | **Noise Abatement** |
| 12 | LOC, NDB, RNP-AR | Refer to active charts. Many different ones, depending on active procedure | SID (RNP-AR) Or Visual Departure | NIL |
| 30 | ILS, LOC, RNP-AR |
| **Airspace limits** | **Airspace class** | **Climb clerance** | **ACC Sector** | **Descend clerance** |
| GND - FL75 (60 nm.) | G | 7000' | BIRD\_E\_CTR | 7000' |
| **Runway 12** | |||
| **Direction** | **Point** | **Altitude** | **Procedure** |
| East | MY | 7000' | Enter Base turn to descend 3700 to exec. LOC 12 |
| South | |||
| West | Enter holding to descend 3700 to exec. LOC 12 | ||
| North | |||
| **Runway 30** | |||
| **Direction** | **Point** | **Altitude** | **Procedure** |
| East | ROBUR | 7000' | Straight in ILS Z Runway 30 |
| South | |||
| West | VG | Full procedure ILS Z Runway 30 | |
| North | |||
| **Runway 12** | |||
| **Direction** | **Point** | **Altitude** | **Procedure** |
| East | ROBUR | 7000' | Full procedure RNP V or RNP W |
| South | SUDUR | ||
| West | MAGNI | ||
| North | |||
| **Runway 30** | |||
| **Direction** | **Point** | **Altitude** | **Procedure** |
| East | ROBUR | 7000' | Straight in ILS V, RNP W, RNP V or RNP U |
| South | SUDUR | RNP W, RNP V or RNP U | |
| West | MAGNI | Full procedure ILS V, RNP W, RNP V or RNP U | |
| North | |||
| **Directrion** | **Runway 12** | **Runway 30** | **Initial climb** | ||
| **Other A/C** | **SID (RNP-AR)** | **SID (RNP-AR)** | **Other A/C** | ||
| East | Visual Departure | ODEVA2P/2N | LUVEK2S/2T/2W | Visual departure | 7000' |
| South | RAKUP2P/2N | RAKUP2S/2T/2W | |||
| West | MY2P/2N | MY2S/2T/2W | |||
| North | |||||
| **Wind direction** | **SID name depending on direction of departure.** | |
| **Runway 12** | **Runway 30** | |
| 020 - 040 | ODEVA/RAKUP/MY **2S** departures | ODEVA/RAKUP/MY **2P** |
| 040 - 150 | RWY not in use | |
| 150 - 200 | ODEVA/RAKUP/MY **2T** departures | |
| 160 - 200 | ODEVA/RAKUP/MY **2W** departures | |
| 200 - 230 | ODEVA/RAKUP/MY **2N** departures | |
| 230 - 260 | RWY not in use | |
| 260 - 020 | ODEVA/RAKUP/MY **2P** departures | |
| **Runway** | **RWY Dimensions (m)** | **Heading** |
| 09 | 2810x60 | 089 |
| 27 | 2810x60 | 269 |
| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| Sondrestrom Tower (SFT) | BGSF\_TWR | “Sondrestrom Tower" | 118.300 |
| Sondrestrom Approach (SFA) | BGSF\_APP | “Sondrestrom Approach" | 126.200 |
**NOTE:** Typically, the preferred runway configuration is RWY 09 for arrivals / RWY 27 for departures. See "Runway Configuration" below for more details.
### Overview of SIDs| **TERMINATING FIX** | **RUNWAY** | |
| **09** | **27** | |
| **BAVKO** | 1A | 1B |
| **GILPO** | 1A | 1B |
| **INPOD** | 1A | – |
| **ISTEC** | 1A | 1B |
| **KEMOS** | 1A | 1B |
| **WUTAN** | 1A | 1B |
| **Initial Climb** **FL190** for Eastbound flights (TRK 000-179) **FL180** for Westbound flights (TRK 180-359) *(or RFL if lower)* | ||
In this configuration, **departures will depart into the arrival path.** Typically this is not an issue due to BGSF’s low traffic levels, but TWR must coordinate with APP to ensure that large enough gaps are left in the arrival stream for aircraft to depart between arrivals.
When the tailwind component exceeds 10 KTS for either RWY 09 or RWY 27, TWR shall revise the runway configuration to depart & arrive on whichever runway has the strongest headwind component. The only exception is if conditions are IMC and/or if the ceiling is lower than 2200ft, in which case **RWY 27 must be used for departure.** In periods of heavy traffic (assuming visibility is sufficient), TWR may also revise the runway configuration to use the same runway for departure/arrival, if it is expected that using opposite runways for departure and arrival would cause significant delays. ### Sondre Stromfjord Control Zone (BGSF CTR) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/screenshot-2023-09-14-at-10-57-11-pm.png) *Note: the northeastern-most area of the BGSF CTR is cut off in the above image.* The Sondre Stromfjord Control Zone (BGSF CTR) surrounds BGSF from GND – 3500ft. There are three visual reporting points which aircraft may follow while entering/exiting the CTR – Port Area, Musk Bay, and Sugar Loaf. Due to surrounding high terrain, a **left** hand traffic pattern is preferred for RWY 27, and a **right** hand traffic pattern is preferred for RWY 09. ### Missed Approaches TWR shall instruct aircraft to follow the standard missed approach, and coordinate all missed approaches with APP prior to transferring to APP. For aircraft unable the standard missed approach, TWR should instruct them to perform a visual climb and caution them of high terrain. The MSA within 25 NM of BGSF is **5300ft.** # Sondrestrom APP **Sondrestrom Approach (BGSF\_APP)** provides an approach control service within the Sondrestrom TMA and CTA. ## Sondrestrom TMA & CTA The Sondrestrom TMA and CTA together make up the airspace controlled by Sondrestrom Approach. [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/screenshot-2023-09-14-at-11-03-39-pm.png) The CTA and TMA are arranged as three sections of cylindrical airspace. - The **CTA** (6500ft – FL195) is the largest cylinder of airspace. - **TMA A** (3500 – 6500ft), the main portion of the TMA, forms a smaller cylinder beneath the CTA. - **TMA B** (2000 – 3500ft) is a small cylindrical segment, extending the TMA downwards to encompass the RWY 09 approach path. It directly underlies TMA A. ## Arrivals There are no STARs into BGSF. Aircraft generally join the instrument approach procedures directly from their flight plan route. ### Runway 09 The RNP approach for RWY 09 is the preferred approach type. Aircraft should be cleared to either of the IAFs (DODIP or BELZI) and descended to the initial approach altitudes as published: - **DODIP:** 5200ft - **BELZI:** 4900ft ### Missed Approach TWR shall instruct aircraft to follow the standard missed approach. The standard missed approach varies between approaches: - **RNP:** Climb runway track, passing 2500ft left turn direct SFT09, then direct KEFOP, climbing to 4000ft. - **LOC Z/Y:** Climb on LOC course until the marker, then turn right track 103, passing 4000ft direct SF NDB, climbing to 4400ft. - **NDB Z/Y:** At D2.5 ISF climb to 3000ft on track 097, then turn right direct SF NDB, climbing to 4400ft. - **RNP A/B (RWY 27):** Climb on course 274, passing 3000ft direct KEFOP, climbing to 4000ft. Strict adherence to the standard missed approaches is critical due to high terrain surrounding the airport. TWR shall instruct aircraft unable the standard missed approach to perform a visual climb. TWR shall coordinate all missed approaches with APP prior to transferring back to APP. ### Non-Standard Approaches (RWY 09) If aircraft are unable to accept the RNP approach, then alternative approaches should be offered in order of precision. #### LOC Z/Y There are two published localizer approaches – LOC Z (for category A and B aircraft) and LOC Y (for category C and D aircraft.) They are both teardrop procedures, starting from SF NDB and making a left turn inbound for the localizer. As both procedures descend into the BGSF CTR, APP should coordinate with TWR to make them aware if the approaches are used. #### NDB Z/Y There are, similarly two NDB approaches – NDB Z (for category A and B) and NDB Y (for category C and D.) They are also teardrop procedures, except instead of using the localizer, aircraft fly a final approach course towards SF NDB and the runway. As both procedures descend into the BGSF CTR, APP should coordinate with TWR to make them aware if the approaches are used. ### Runway 27 While not officially published for RWY 27, there are two RNP approaches available which lead aircraft to RWY 27. (RNP A for categories A and B, and RNP B for categories C and D.) Aircraft should be cleared to one of the three IAFs (RUMAQ, FICWE, or KEFOP) and descended to the initial approach altitudes as published: - **RUMAQ:** 4000ft - **FICWE:** 5000ft - **RIVOP:** 4700ft Alternatively, aircraft may perform a visual approach.Circle-to-land is **not permitted** north of the aerodrome.
## Departures Aircraft shall follow either their SID, or the non-RNAV RWY 27 departure procedure of climbing on runway track, then when passing 5300ft, proceeding direct to join their flight planned route. Strict adherence to the SID is required below the MSA (5300ft) due to high terrain. After passing the MSA, APP may issue a direct to the end of the SID, traffic permitting. # Reykjavik ACC/OAC Local operating procedures for Reykjavik ACC/OAC positions. # General ## Full List of ATS Positions| **Coordination Name** | **VATSIM Logon** | **Radio Callsign** | **Frequency** |
| South 1 (S1) | BIRD\_S1\_CTR | Reykjavik Control | 119.700 |
| South 2 (S2) | BIRD\_S2\_CTR | 125.700 | |
| South 3 (S3) | BIRD\_S3\_CTR | 128.600 | |
| East 1 (E1) | BIRD\_E1\_CTR | 126.750 | |
| East 2 (E2) | BIRD\_E2\_CTR | 132.200 | |
| East 3 (E3) | BIRD\_E3\_CTR | 128.800 | |
| West 1 (W1) | BIRD\_W1\_CTR | 124.400 | |
| West 2 (W2) | BIRD\_W2\_CTR | 127.500 | |
| West 3 (W3) | BIRD\_W3\_CTR | 128.200 | |
| North 1 (N1) **(EVENT ONLY)** | BIRD\_N1\_CTR | 133.100 | |
| Radio 1 (CC1) | BICC\_1\_FSS | Iceland Radio | 127.850 |
| Radio 2 (CC2) | BICC\_2\_FSS | 126.550 | |
| Radio 3 (CC3) **(EVENT ONLY)** | BICC\_3\_FSS | 129.625 |
If, for any reason, an aircraft has not received OCL prior to entry into Reykjavik OCA, they shall continue flying via their filed route & previously cleared flight level until otherwise cleared. The Reykjavik sector which they are presently in should issue them a clearance ASAP.
When Iceland Radio is online, generally speaking: - Domestic ATC will transfer aircraft to Iceland Radio prior to oceanic entry (transfer of communications, as well as releasing the tag). - Iceland Radio shall provide OCL, after which the aircraft returns to domestic ATC. - Domestic ATC will then transfer the aircraft to the appropriate Reykjavik Control sector at the usual transfer of control point. When Reykjavik Control is online without Iceland Radio, Reykjavik Control may simply provide aircraft OCL upon the normal point of first contact. - If neighboring domestic ATC is **offline**, Reykjavik Control may send a .contactme 5-10 mins from entry into the Reykjavik OCA (if the pilot has not yet contacted Reykjavik on their own) - If neighboring domestic ATC is **online**, they will simply transfer the aircraft to Reykjavik at the normal Transfer of Communication point (as specified in LOAs). - In both cases, the aircraft stays on Reykjavik’s frequency after obtaining OCL, through to entering Reykjavik’s airspace.**Example RT between Reykavik and the pilot** ATC: "Iceair123, Report estimated time over VALDI, Your requested flight level and mach number." ICE123: "Iceair123, Estimating VALDI at 1123 zulu, Requesting FL370, Mach .83" ATC: "Iceair 123, Roger Maintain mach .83" **NOTE: ATC can at any time change altitude and speed assignments, aircraft still need clearance to clime and descend.**
# South Sector [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/south-sector.png) The South sector directly overlies Iceland, containing the majority of the Icelandic Domestic Area. It is bordered by the Shanwick OCA to the South. ## Airspace Classification Excluding TMAs, CTRs, and ATZs, the South sector is classified as: - **Class A** from: - FL195+ within the lateral boundaries of the Domestic Area. - FL55+ elsewhere. - **Class E** within the boundaries of the Domestic Area, from 3000ft — FL195. - **Class G** from GND — 3000ft within the lateral boundaries of the Domestic Area, and GND — FL55 elsewhere. ## List of ATS Positions| South 1 (S1) | BIRD\_S1\_CTR | Reykjavik Control | 119.700 |
| South 2 (S2) | BIRD\_S2\_CTR | 125.700 | |
| South 3 (S3) | BIRD\_S3\_CTR | 128.600 | |
| Radio 1 **RCL ONLY** | BICC\_1\_FSS | Iceland Radio | 127.850 |
| Radio 2 **RCL ONLY** | BICC\_2\_FSS | 126.550 |
| East 1 (E1) | BIRD\_E1\_CTR | Reykjavik Control | 126.750 |
| East 2 (E2) | BIRD\_E2\_CTR | 132.200 | |
| East 3 (E3) | BIRD\_E3\_CTR | 128.800 | |
| South 1 (S1) *Only if no East sector online* | BIRD\_S1\_CTR | 119.700 | |
| South 2 (S2) *Only if no East sector online* | BIRD\_S2\_CTR | 125.700 | |
| South 3 (S3) *Only if no East sector online* | BIRD\_S3\_CTR | 128.600 | |
| Radio 1 (CC1) **RCL ONLY** | BICC\_1\_FSS | Iceland Radio | 127.850 |
**NOTE!** The information below is provided for **reference only**, and is not a substitute for proper coordination with these sectors in the absence of an LOA.
#### EGGX (Shanwick) NAT\_FSS is the bandbox position for Gander & Shanwick OCAs. - When transferring aircraft to NAT\_FSS that are entering Shanwick OCA, the appropriate radio callsign is “Shanwick Radio” (i.e., “contact Shanwick Radio on…”) In real life, Reykjavik Control passes to Shanwick Radio (by coordination) a squawk code for all aircraft entering Reykjavik OCA from Shanwick OCA. The intention is that the aircraft are squawking the Reykjavik-assigned code by the time they enter the Reykjavik OCA.As this is not a formally defined policy in LOAs, not all Shanwick/NAT controllers may be aware of this procedure. Therefore, this procedure should only be adopted if mutually agreed upon by both Shanwick & Reykjavik controllers on an individual basis, pending potential implementation in a future LOA.
# West Sector [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/west-sector.png) The West sector overlies central Greenland, including Kangarlussuaq airport (BGSF), the largest commercial airport in Greenland. It is surrounded by Gander OCA to the South, as well as Gander domestic FIR and Edmonton FIR to the East. ## Airspace Classification The West sector is classified as: - Class **A** from: - FL55+ within BIRD FIR. - FL195+ within BGGL FIR (see Delegated Airspace below.) - Class **G** from GND — FL55 within BIRD FIR, and GND – FL195 within BGGL FIR.Within BGGL FIR, flight information service is provided by Nuuk Information (BGGL\_FSS.) Reykjavik Control does **not** cover Nuuk Information top-down, and therefore, **no** West sector position provides FIS within BGGL FIR below FL195. Iceland Radio positions may, at their discretion, provide top-down for Nuuk Information. See the Iceland Radio page for more information.
## List of ATS Positions| West 1 (E1) | BIRD\_W1\_CTR | Reykjavik Control | 124.400 |
| West 2 (E2) | BIRD\_W2\_CTR | 127.500 | |
| West 3 (E3) | BIRD\_W3\_CTR | 128.200 | |
| South 1 (S1) Only if no West sector online | BIRD\_S1\_CTR | 119.700 | |
| South 2 (S2) Only if no West sector online | BIRD\_S2\_CTR | 125.700 | |
| South 3 (S3) Only if no West sector online | BIRD\_S3\_CTR | 128.600 | |
| Radio 1 Only if no BIRD online | BICC\_1\_FSS | Iceland Radio | 127.850 |
| Radio 2 **OCL ONLY** | BICC\_2\_FSS | 126.550 |
Reykjavik Control positions do **not** provide top-down AFIS to any Greenlandic aerodromes underlying the West sector. They may, however, issue IFR/oceanic clearance to departures from such aerodromes – see below.
## Delegated Airspace A significant portion of the West sector consists of airspace delegated from **Greenland (Nuuk FIR | BGGL)** to **Iceland (Reykjavik ACC)** from FL195+. Reykjavik ACC provides enroute ATC service in this airspace, which is (like the rest of the OCA) classified as Class **A**. The diagram below indicates which portions of the North sector are delegated from BGGL FIR (i.e., controlled from FL195+), and which portions are part of BIRD FIR (i.e., controlled from FL55+.) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/delegation-map-west-sector.png) ## Oceanic Entry (RCL) Airborne aircraft entering the South sector from domestic airspace (or from oceanic airspace with offline ATC) shall transmit their RCL message to the following positions, in order of priority: 1. Radio 1 (BICC\_1\_FSS) 2. The West sector whose level the aircraft will be entering. - E.g., if West 1 & West 3 are online, splitting the West sector at FL355, an inbound aircraft at FL365 would receive OCL from West 3. 3. If no West sectors are online, the South sector (bandboxing West) whose level the aircraft will be entering. ## Procedures ### To/From BGSF Reykjavik Control provides top-down service in Sondrestrom CTA & TMA (and BGSF CTR/aerodrome) when no local BGSF positions are online. All aircraft to BGSF are to be initially descended to FL200, to avoid descending below controlled airspace. Upon passing the lateral boundaries of Sondrestrom CTA, they may be transferred to Sondrestrom Approach (BGSF\_APP) for further descent. ### To/From Greenland AFIS Aerodromes Reykjavik Control does not provide FIS in Nuuk FIR, or top-down AFIS for any Greenlandic AFIS aerodromes. Reykjavik ACC **does**, however, relay (via local AFIS) IFR and oceanic clearances to aircraft departing Greenlandic (BG\*\*) AFIS aerodromes beneath the North and West sectors. While this is handled by Iceland Radio when online, when Iceland Radio is offline, the lowest West sector shall perform this responsibility for the AFIS aerodromes beneath the West sector. - **IFR** clearances are required for aircraft climbing above FL195 (i.e., into the CTA.) - **Oceanic** clearances are required for aircraft climbing above FL285 and/or leaving BGGL FIR. - Clearance is relayed via local AFIS if online. If not, aircraft shall contact BIRD directly for the clearance request, and after issuing the clearance, BIRD shall instruct them afterward to return to UNICOM until passing FL195. All arrivals to Greenlandic aerodromes should be cleared to descend below controlled airspace prior to FL195. They may then be instructed “frequency change approved.” ## Neighboring Sectors Without LOAs In lieu of official LOAs regarding the sectors below, note the following information.**NOTE!** The information below is provided for **reference only**, and is not a substitute for proper coordination with these sectors in the absence of an LOA.
#### CZQO/CZQX (Gander Oceanic & Domestic) The domestic & oceanic control positions of Gander ACC/OACC are differentiated by their logon callsign, as follows: - CZQO\_CTR is the Gander Oceanic position, responsible for Gander OCA. Its callsign is “Gander Radio.” - CZQO\_DEL is the Gander Oceanic clearance delivery position. - CZQX\_CTR is the Gander Domestic position, responsible for Gander Domestic FIR. Its callsign is “Gander Center.” - NAT\_FSS is the bandbox position for Gander & Shanwick OCAs. - When transferring aircraft to NAT\_FSS that are entering Gander OCA, the radio callsign is “Gander Radio” (e.g., “contact Gander Radio on…”) The Gander Oceanic Transition Area (GOTA) (FL290-UNL) is an area of airspace within Gander OCA that is delegated to Gander Domestic.  When Gander Radio/NAT\_FSS is online, but Gander Center (domestic) is offline, then Gander Radio/NAT\_FSS provides ATC service in GOTA (as well as below it). When Gander Center is online, but Gander Radio/NAT\_FSS is offline, then Gander Center provides ATC service in (but not below) GOTA. When both Gander Radio/NAT\_FSS and Gander Center (domestic) are online, then: - Gander Center provides domestic ATC service in GOTA (FL290+). - Gander Radio provides oceanic ATC service below GOTA (FL290-). If there are no Gander positions online, Moncton Center (CZQM\_CTR) may bandbox Gander FIR, including GOTA but **not** including the Gander OCA. # Iceland Radio (North Sector)**UPDATE:** Effective **1 March 2024,** Iceland Radio no longer requires a separate endorsement to control. All Iceland-familiarized C1 controllers are allowed to staff Iceland Radio.
The position of "Iceland Radio" serves a unique function within the VATSIM Reykjavik CTA, in relation to oceanic clearances and ATC service in the North sector. ## List of ATS Positions| Radio 1 | BICC\_1\_FSS | Iceland Radio | 127.850 |
| Radio 2 | BICC\_2\_FSS | 126.550 | |
| Radio 3 **EVENT ONLY** | BICC\_3\_FSS | 129.625 |
In BGGL FIR below FL195, flight information service is provided by Nuuk Information (BGGL\_FSS), which is a separate position to Iceland Radio. However, controllers staffing Iceland Radio may, at their discretion (workload permitting), choose to cover Nuuk Information's responsibilities top-down.
### Underlying Aerodromes NILIf Iceland Radio chooses to cover Nuuk Information top-down, then Iceland Radio shall also provide top-down ATC for BGSF and top-down AFIS for other Greenlandic (BG\*\*) aerodromes.
### Delegated Airspace A significant portion of the North sector consists of airspace delegated from **Greenland (Nuuk FIR | BGGL)** to **Iceland (Reykjavik ACC)** from FL195+. Reykjavik ACC provides enroute ATC service in this airspace, which is (like the rest of the OCA) classified as Class **A**. The diagram below indicates which portions of the North sector are delegated from BGGL FIR (i.e., controlled from FL195+), and which portions are part of BIRD FIR (i.e., controlled from FL55+.) [](https://wiki.vatsim-scandinavia.org/uploads/images/gallery/2023-09/north-sector-delegation-map.png) ## Responsibilities and Procedures ### Solo Operations **Radio 1 (BICC\_1\_FSS)** shall always be the first Iceland Radio position to be opened. In isolation (i.e., with no other BICC positions online), Radio 1 shall perform the following responsibilities: - An ADS-B based **ATC service** to aircraft in the **North** sector. - With developments in ADS-B satellite coverage, the North sector is now fully covered by satellite ADS-B, and normal ATS surveillance procedures apply (procedural control is no longer required.) - Processing & responding to **RCL messages** for airborne aircraft entering the Reykjavik OCA *(all* sectors, not just North.) - Issuing **IFR clearances** to aircraft departing Greenlandic (BG\*\*) AFIS aerodromes (throughout *all of Greenland,* not just the aerodromes underlying the North sector.) - Clearance is relayed via local AFIS if online. If local AFIS is offline, aircraft shall contact Radio 1 directly for clearance. After issuing clearance, BICC shall instruct the aircraft to return to UNICOM until entering controlled airspace. As described earlier, Radio 1 may also **optionally** (workload permitting) choose to cover the responsibilities of Nuuk Information (BGGL\_FSS) top-down, including top-down ATC/AFIS for Greenlandic (BG\*\*) aerodromes. ### Split Operations During heavy traffic situations, or events like CTP, it may be desirable to split the responsibilities of Iceland Radio across multiple positions/controllers. Under routine circumstances, a two-way split is possible, between **Radio 1 (BICC\_1\_FSS)** and **Radio 2 (BICC\_2\_FSS.)** Under such a split, Radio 1 (BICC\_1\_FSS) provides the following services: - Processing & responding to **RCL messages** for aircraft entering the **East** and **West** sectors. - **IFR/oceanic clearance** to aircraft departing Greenlandic AFIS aerodromes. Radio 2 (BICC\_2\_FSS) provides: - Processing & responding to **RCL messages** for aircraft entering the **North** and **South** sectors. - **ATC service** to aircraft in the **North** sector. *(It is assumed that if the workload is heavy enough that two BICC positions are required, neither BICC position will have the capacity to also cover the responsibilities of Nuuk Information.)* During events, an additional Iceland Radio position/frequency, **Radio 3 (BICC\_3\_FSS),** may also be opened. Radio 3 is an “overflow” position with responsibilities assigned on an ad-hoc basis. It shall **not** be opened during normal operations. ### Phraseology Even though "Iceland Radio" is the callsign used by all the above BICC positions, all clearances and instructions should be given to pilots prefaced by the phrase “Reykjavik Control clears you…” For example, for an amended route clearance issued in response to an RCL message: > 🎧 AAL501, amended route clearance, Reykjavik Control clears you after ING direct NASBU. This reflects the fact that in real life, Iceland Radio relays clearances & instructions from Reykjavik ACC/OAC ("Reykjavik Control.") # AFIS Aerodromes | Quick Reference Quick reference information for Icelandic and Greenlandic AFIS aerodromes. # Icelandic AFIS Aerodromes (BI**)**As of 20th March 2024, all departing aircraft from a aifs airfield will receive a standard clearance but you are still required to receive the clearance from BIRD.**
**UPDATE:** Effective **1 March 2024,** all Icelandic AFIS aerodromes require a **Tier 2** endorsement. All existing S2 controllers, as well as any students currently in S2 training who have already been trained on AFIS, will automatically receive this endorsement. New S2 students must request training for this endorsement separately, after they have received their S2 rating.
## General Reminders - The transition altitude for Iceland is **7000ft.** - IFR and oceanic clearance shall be obtained from the **lowest BIRD South sector** (usually BIRD\_S1\_CTR.) - **Only some aerodromes have ATZs.** For all others, the AFIS unit is responsible for aircraft "in the vicinity of" the aerodrome (i.e., within, joining, or leaving the traffic circuit.) ## BIBD | Bildudalur**Only VFR permitted.**
- **AFIS:** Bildudalur Information (BIBD\_I\_TWR | 119.100) - **Runways:** 04 / 22 - **Published Approaches:** RNP A / Cloud break via SB NDB ## BIEG | Egilsstadir - **AFIS:** Egilsstadir Information (BIEG\_I\_TWR | 118.800) - **ATZ:** GND — 3000ft - **Runways:** 03 / 21 - **Traffic Circuit:** Right-hand for RWY 21 - **Approach Types:** - *RWY 03:* ILS, LOC, RNP, NDB - *RWY 21:* RNP, NDB ## BIGJ | Gjögur - **AFIS:** Gjögur Information (BIGJ\_I\_TWR | 118.600) - **ATZ:** None - **Runways:** 04 / 22 - **Published Approaches:** RNP A, NDB A ## BIGR | Grimsey - **AFIS:** Grimsey Information (BIGR\_I\_TWR | 118.100) - **Runways:** 04 / 22 - **Published Approaches:** RNP for RWY 35 ## BIHU | Husavik - **AFIS:** Husavik Information (BIHU\_I\_TWR | 119.200) - **Runways:** 02 / 20 - **Published Approaches:** RNP, NDB for RWY 02 ## BIHN | Hornafjordur - **AFIS:** Hornafjordur Information (BIHN\_I\_TWR | 119.100) - **Runways:** 18 / 31 - **Traffic Circuit:** Right-hand for RWY 18 - **Published Approaches:** - *RWY 18:* RNP - *RWY 36:* RNP, NDB ## BIIS | Isafjordur**Only VFR permitted.**
- **AFIS:** Isafjordur Information (BIIS\_I\_TWR | 118.800) - **Runways:** 08 / 26 - **Published Approaches:** RNP (C/D), NDB C - Aircraft may be cleared on the published approaches to descend out of controlled airspace. Once VFR, they should report their cancellation of IFR to Isafjordur Information. ## BIKR (Saudarkrokur) - **AFIS:** Saudarkrokur Information (BIKR\_I\_TWR | 119.100) - **Runways:** 18 / 36 - **Published Approaches:** RNP for RWY 36 ## BIVM (Vestmannaeyjar) - **AFIS:** Vestmannaeyjar Information (BIVM\_I\_TWR | 118.500) - **ATZ:** GND – 3000ft - **Runways:** 03 / 21, 12 / 30 - **Traffic Circuit:** Right-hand for RWYs 12 & 21 - **Approach Types:** - *RWY 03:* RN - *RWY 21:* RNP, NDB - *RWY 30:* NDB RWY 30 - Cloud break via VM NDB ## BIVO (Vopnafjordur) - **AFIS:** Vopnafjordur Information (BIVO\_I\_TWR | 118.100) FF - **Runways:** 04 / 22 - **Published Approaches:** RNP RWY 04 ## BITN (Thorshofn) - **AFIS:** Thorshofn Information (BITN\_I\_TWR | 118.100) - **Runways:** 01 / 19 - **Published Approaches:** - *RWY 01:* RNP - *RWY 19:* RNP, NDB # Greenlandic AFIS Aerodromes (BG**)**UPDATE:** Effective **1 March 2024,** all Greenlandic AFIS aerodromes require a **Tier 2** endorsement. All existing S2 controllers, as well as any students currently in S2 training who have already been trained on AFIS, will automatically receive this endorsement. New S2 students must request training for this endorsement separately, after they have received their S2 rating.
## General Reminders - The transition altitude in Greenland **varies between aerodromes.** - For Greenlandic aerodromes, clearance shall first be obtained from Iceland Radio (BICC\_1\_FSS.) If Iceland Radio is not online, then: - For aerodromes underlying the **North** sector: - Aircraft should be instructed to depart at their own discretion. - For aerodromes underlying the **West** sector: - Request clearance from the lowest BIRD West sector online (usually BIRD\_W1\_CTR), or the lowest South sector if no West sectors are online. - For aerodromes underlying the **Gander** OCA (in southern Greenland): - Request clearance from Gander Radio (CZQO\_FSS), or NAT bandbox (NAT\_FSS) if CZQO is offline. ## BGJN | Ilulissat - **AFIS:** Ilulissat AFIS (BGJN\_I\_TWR | 119.100) - **FIZ:** GND – 6000ft - **Transition Alt:** 6000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or lowest West sector, or lowest South sector - **Runways:** 07 / 25 - **Published Approaches:** - *RWY 07:* NDB/DME, NDB, NDB H - *RWY 25:* NDB, NDB/DME ## BGKK | Kulusuk - **AFIS:** Kulusuk AFIS (BGKK\_I\_TWR | 118.100) - **FIZ:** GND – 5000ft - **Transition Alt:** 7000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or lowest West sector, or lowest South sector - **Runways:** 11 / 29 - **Published Approaches:** - *RWY 11:* RNAV, NDB - *RWY unspecified:* RNAV Circle to land ## BGMQ | Maniitsoq - **AFIS:** Maniitsoq AFIS (BGMQ\_I\_TWR | 118.500) - **FIZ:** GND – 5000ft - **Transition Alt:** 9000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or Gander Radio (CZQO\_FSS), or NAT bandbox (NAT\_FSS) - **Runways:** 16 / 34 - **Published Approaches:** NDB/DME for RWY 34 ## BGBW (Narsarsuaq) - **AFIS:** Narsarsuaq 119.100 - **FIZ:** GND – FL100 - **Transition Alt:** 9000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or Gander Radio (CZQO\_FSS), or NAT bandbox (NAT\_FSS) - **Runways:** 06 / 24 - **Published Approaches:** RNAV Z/Y for RWY 6 RNAV, NDB/DME, NDB Circle to land ## BGCO (Constable Pynt) - **AFIS:** Constable Pynt AFIS (BGCO\_I\_TWR | 118.100) - **FIZ:** GND – FL70 - **Transition Alt:** 6000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS) - **Runways:** 18 / 36 - **Traffic Circuit:** Right-hand for RWY 36 - **Published Approaches:** NDB A/B Circle to land ## BGGH (Nuuk) - **AFIS:** Nuuk AFIS (BGGH\_I\_TWR | 119.100) - **FIZ:** GND – FL80 - **Transition Alt:** 7000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or lowest West sector, or lowest South sector - **Runways:** 04 / 22 - **VFR Circuit:** Right-hand for RWY 22 - **Published Approaches:** - *RWY 22:* LOC Z/Y, RNP - *RWY unspecified:* RNP A/B Circling to land ## BGPT (Paamiut) - **AFIS:** Paamiut (BGPT\_I\_TWR | 118.100) - **FIZ:** GND – 6000ft - **Transition Alt:** 6000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS) - **Runways:** 17 / 35 - **Published Approaches:** - *RWY 17:* RNAV - *RWY unspecified:* RNAV Circle to land ## BGQQ (Qaanaaq) - **AFIS:** Qaanaaq AFIS (BGQQ\_I\_TWR | 118.100) - **FIZ:** GND – FL70 - **Transition Alt:** 6500ft - **Clearance From:** Radio 1 (BICC\_1\_FSS) - **Runways:** 17 / 35 - **Published Approaches:** - *RWY 35:* RNAV, NDB, NDB/DME, RWY 35 - *RWY unspecified:* RNAV A/B Circle to land ## BGSS (Sisimiut) - **AFIS:** Sisimiut AFIS (BGSS\_I\_TWR | 118.100) - **FIZ:** GND – 6500ft - **Transition Alt:** 8000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or lowest West sector, or lowest South sector - **Runways:** 13 / 31 - **Published Approaches:** - *RWY 13:* RNP Z/Y, NDB A/B, RNP A/B ## BGUK (Upernavik) - **AFIS:** Upernavik AFIS (BGUK\_I\_TWR | 118.100) - **FIZ:** GND – 6000ft - **Transition Alt:** 6000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS) - **Runways:** 05 / 23 - **Published Approaches:** - *RWY 23:* RNAV, NDB/DME - *RWY unspecified:* RNAV Circle to land ## BGUQ (Qaarsut) - **AFIS:** Qaarsut AFIS (BGUQ\_I\_TWR | 119.500) - **FIZ:** GND – 10,000ft - **Transition Alt:** 10,000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS) - **Runways:** 15 / 33 - **Published Approaches:** RNAV (A/B) or NDB (A/B/C) Circle to land ## BGAA (Aasiaat) - **AFIS:** Aasiaat (BGAA\_I\_TWR | 118.500) - **FIZ:** GND – 5000ft - **Transition Alt:** 6000ft - **Clearance From:** Radio 1 (BICC\_1\_FSS), or lowest West sector, or lowest South sector - **Runways:** 11 / 29 - **Published Approaches:** - *RWY 11:* RNP - *RWY 29:* RNP, NDB