Skip to main content

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 Islandswhich is managed by Denmark’Iceland's ANSP,ANSP Naviair, so they share similar regulationsIsavia, and procedures.)Greenland/Faroe Islands (abbreviated "GLFI" in this guide), which are managed by Denmark's ANSP Naviair.

These two regulatory environments are similar, but have differentoccasional regulations and procedures in some areas.differences. Where relevant, the procedures below will distinguish between IcelandicIceland and Greenlandic/FaroeseGLFI operating procedures.

There are a lot of regulatory differences in the provision of AFIS across the various countries that provide it around the world. E.g., in some countries, AFIS does not direct any ground traffic or set an active runway, whereas they do in Iceland & GLFI (see below).

The information in this guide is therefore not a universal guide to AFIS, but how it is uniquely provisioned in Iceland & GLFI.

Area of Responsibility

Most AFIS aerodromes have an associated FIZ (Flight Information Zone – the term used in Greenland/EKVG)GLFI) 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)

NOTE: The following procedures have recently been revised, to reflect that AFIS units in both Iceland and Greenland have ground movement authority outside of runways.

AFIS officers areis not controllers.air traffic control. In general, AFIS units may not issue any clearanceclearances or other instructions to airborne aircraft, or aircraft on theirrunways. own.AFIS Theyunits maymay, onlyhowever, provide informationsome limited instructions to pilots,aircraft andon relaythe clearances from overlying ATC.ground.

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 is not issued by AFIS but by an overlying ACC)"ACC unit.

"Information [letter] is current/correct..."

The same, at the few AFIS fieldsaerodromes with an ATIS (e.g., BGGH.)

 

Most AFIS aerodromes do not generally have an ATIS. PilotsIn those cases, pilots should be offered the latest weather upon readback of their clearance, or first contact for VFR departures.VFR.

“Runway in use…"

ICELAND: The same; AFIS sets active runways.

 

GREENLAND & EKVG: “Preferred runway is…”

“Startup approved” / “Push and start approved”

ICELAND: The same;same. Pilots must contact AFIS givesbefore pushbackstartup, and startupAFIS clearances.

may

direct

ground

GREENLANDmovements &outside EKVG:of “Startup (or push and start) at your discretion, traffic is…” (or “no traffic on the ground”)runways.

“Taxi to… via…”

“TaxiwayPartially [X]the is available”

 

OR

“Taxiway [X] is occupied, traffic is…”

 

ICELAND:same; AFIS may issuedirect taxiground instructionsmovements withinoutside aprons.of runways. AFIS may also refuse aircraft permission to enter runways (e.g., “hold short" or "remain clear of runway XX.”)

“Cleared for takeoff”

“No reported traffic runway [XX]”

 

AFIS does not issue takeoff/landing clearances. AFIS only reports on the status of the runway and relevant traffic.

“Cleared to land”

“Line up and wait”

“Runway [XX] is occupied, traffic is…”

 

See above.

“Hold short runway [XX]” / “Hold position”

“After departure leave the control zone…” (VFR departure instructions)

No equivalent;equivalent. AFIS does not issue VFR clearances.clearances/instructions for airborne aircraft.

IFR Clearances

IFR aircraft request clearance via the local AFIS unit, following the steps below.

  1. The IFR aircraft requests clearance to the local AFIS unit, who shall then relay the clearance request to Reykjavik ACC.
    • This can be done via any means of verbal coordination (e.g., Discord VC, VATSIM PMs, etc.)
    • For Iceland & the Faroe Islands: The lowest sector of Reykjavik Control overlying the aerodrome shall issue the clearance,clearance.
      • except
    • For forGreenland: Greenland
        where
      • Iceland Radio is first preference to issue the clearance.
      • If Iceland Radio (ifis online)offline, and the airport underlies the West sector, then the lowest West sector controller of Reykjavik Control shall issue the clearance.
      • If the airport does not underlie the West sector, and Iceland Radio is offline, then no clearance shall be issued and the aircraft shall be instructed to depart at its discretion.
  2. Reykjavik ACC shall issue the clearance to the AFIS unit.
    1. Clearances may be issued via a SID if available, in which case the aircraft must enter controlled airspace following the SID.
    2. Alternatively, the clearance may issued without departure instructions,instructions in– i.e., "cleared to [DEST] via flight planned route." In which case the aircraft may manuever at its own discretion on departure, and may simplyshall enter controlled airspace tracking towards the first waypoint of its flight plan.
        • If no departure instructions are specified, the clearance shall be issued as "cleared to [DEST] via flight planned route..." (any reroutes may be specified before the phrase "flight planned route")
  3. The AFIS unit relays the clearance to the pilot, and verifies the pilot's readback.
    • When relaying the clearance, AFIS units shall relay the clearance exactly as provided by Reykjavik ACC, except that they shouldshall use the phrase "Reykjavik Control clears you to..." instead of "Cleared to..."
      • This indicates that the clearance was issued under the authority of Reykjavik ACC, not the AFIS unit.
      • This appliesis true even if Iceland Radio issued the clearance, because Iceland Radio is part of Reykjavik ACC.

If there is no overlying ATC, or if the aircraft will not enter controlled airspace at all during its flight,flight (e.g., domestic Greenland traffic remaining below FL195 the entire flight), then the aircraft shouldshall be told to depart at its discretion.

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 shouldshall offer all departuresaircraft uponthe correctlatest weather (met) information – for departures, after readback of their clearance, and arrivalsfor arrivals, on first contact, the contact.latest weather information. This atshall leastalways should containinclude the winds and QNH, asand wellmay asalso anyinclude other relevantsignificant meteorological information (SIGMET, turbulence, etc.) The full met report should alsoshall 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 shallmust still provide the latest QNH.)

At EKVG:some aerodromes, AFIS uses a Turbulence Weather Indicator (TWI) to predict expected turbulence on departure/arrival based on local winds. 

For VATSIMEKVG, purposes,one theof TWIour controllers, Ollie Killean, has beencreated a simulated as aTWI webpage using data pulled from the Faroese AIP, available here: 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!this!

Runway in Use

Iceland

Icelandic AFIS units determine an active runway for their airport. See the sameTower waySOP asfor TWR controllers. All aircraft are obligatedhow to useselect thisan active runway.

AFIS units shall notify the overlying Reykjavik ACC controllercontroller, as well as Nuuk Information (BGGL_FSS) for Greenlandic airports, 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 anchosen 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

AllIn movements on taxiwaysIceland 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

IcelandicGLFI, AFIS units controlare allgenerally trafficauthorized onby theairport movementmanagement areato direct ground movements outsideoutside of runways and taxiways,, and have the authority to refuse the entry of aircraft onto runways.

This effectively means that Icelandicaircraft will call AFIS unitsfor arestartup, apronpushback, controllersand taxi. AFIS shall provide startup clearance. For ground pushback & taxi, aircraft may navigate at their aerodrome.discretion, Aircraftbut shallif callAFIS sees any conflicting traffic, AFIS may instruct aircraft to hold position, take an alternative route, etc.

Note that while AFIS can instruct an aircraft to hold short of/remain clear of the runway, AFIS unit for startup clearance, as well as forlacks any pushbackauthority orover taxiingwhat requiredthe aircraft does once it is on the apron.

runway

Greenland(crossing, &backtracking, EKVG

All movements on any part of the movement area, including aprons, shall be performed at the pilot’s discretion. Aircraft shall report startinglining up, as well as any ground movements (e.g. taxi.etc.)

Takeoff & Landing

AFIS units shall not issue takeoff or landing clearances. If the runway is clear of traffic, then the AFIS unit shouldshall inform departing or arriving aircraft that there is “no reported traffic runway XX.” (simply "no reported traffic on the runway" is acceptable at a single runway airport.)

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 shouldshall inform departing aircraft “runway XX occupied,” provide traffic information, and if necessary, ask for the aircraft’s intentions. For example:

🎧 FLI402, runway 12is 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.

Traffic/Flow Management Strategies

Generally speaking, the inability of AFIS to control when aircraft choose to depart poses a significant limitation on AFIS's ability to control the flow of inbound/outbound traffic. This may be remedied using two strategies.

  • Firstly, AFIS may provide traffic management suggestions to pilot.
    • E.g., "traffic are two aircraft, one on initial approach and one on short final, suggest you remain in the hold for spacing," or "traffic is a Boeing 757 departed 1 minute ago, suggest you delay departure by 2 minutes for wake turbulence and route separation"
  • Secondly, AFIS may coordinate with the overlying ACC unit to issue "valid at" clearances (e.g., "clearance valid at time 1234z").
    • While this is not strictly speaking a prohibition on an aircraft's ability to take off, a clearance not being valid means the aircraft would not be able to proceed on its planned flight, so it is practically speaking required to wait until its clearance is valid before commencing its departure roll.

Airborne Traffic

As much as possible, AFIS units shouldshall 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 generally do not have radarradar. in Iceland, Greenland, or EKVG. To provide such information,Thus, 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,airport or waypoints/fixesa waypoint/fix (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 arriving an aerodrome (entering the ATZ/FIZ or traffic circuit) shall be told the active runway as well as any relevant traffic information.

At certain aerodromes (e.g., BGGH), there may be mandatory reporting points for aircraft. Refer to the SOP for those airports for clarification.

Aircraft do not require the AFIS unit's permissionapproval 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 instructadvise them to contact the relevant ATC unit.

  • E.g., at EKVG, aircraft should be instructedadvised 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.

Back to top