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. UpdatedThis procedures for oceanic entry are forthcoming.

The Nattrak websitepage 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 usewith the Hoppiesmost CPDLCcurrent platformprocedures tofor processaircraft RCLentering messages.oceanic airspace.

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 ReykjavikReykjavik OAC (Reykjavik Oceanic Area Control Centre.) The terms "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.airspace, Thetogether other five arewith Gander, Shanwick, New York, Santa Maria, and Bodo OFIR (Oceanic FIR).

VFR is prohibited in oceanic airspace (which is all Class A.) VFR aircraft must either fly below controlled airspace, or request IFR clearance to transit oceanic airspace.

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 detailedan introduction to the NAT OTS, read this guide published by the Gander OCAOceanic 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

The NAT oceanic areas is in the process of removing oceanic clearances. BIRD OCA removed oceanic clearances in March 2024. This does not mean, however, that entering BIRD OCA is exactly the same as entering a domestic sector – there are still some additional requirements.

Introduction to RCL Messages

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 ReykjavikBIRD OCA from domestic airspace, or from oceanic airspace must submit an "RCL message" where– ATCa ismessage offline,that shall report allcontains the same information belowthey would have originally sent to Reykjavik OAC prior torequest oceanic entry:clearance.

• The acronym "RCL" comes from "Request for Clearance," even though the message is no longer actually used to request a clearance! (Yes, it is confusing...)

An RCL message includes:

• Oceanic Entry Point (OEP) – i.e., first waypoint in oceanic airspace
  
• ETA for the OEP
  
• Mach Numberspeed
• Requested Flight Level – i.e., intended flight level at oceanic entry
• The maximum Flight Level which the aircraft can be attainedattain at the OEP

EvenHowever, thoughinstead of receiving a clearance in response to the RCL, aircraft will now (usually) only get a confirmation that their RCL message was received.

• If oceanic ATC approves of all of the information in the RCL, the aircraft will receive no further messages other than this confirmation.
  
• If oceanic ATC needs to change/amend any information in the RCL (e.g., level, speed, routing, etc.), the aircraft will recieve further instructions/re-clearance from ATC as appropriate.

Processing RCL Messages via Nattrak (Primary Method)

On VATSIM, the primary method of receiving & processing RCL messages is via Nattrak (nattrak.vatsim.net), a web platform that simulates the CPDLC systems that are used in real life for submitting & processing RCL messages.

It is not possible to receive/process RCL messages via Hoppies CPDLC.

To be considered valid by Nattrak, RCL messages must be submitted a minimum of 15 minutes prior to oceanic entry. Nattrak will automatically acknowledge all valid RCL messages with the following confirmation message: RCL RECEIVED BY REYKJAVIK CONTINUE TO MONITOR NATTRAK

Aircraft in receipt of this "RCL RECEIVED" message may enter oceanic airspace unless otherwise instructed by ATC.

Regardless of the "RCL RECEIVED" auto-response, controllers shall review all RCL messages received, to ensure that there are no moreconflicts "between aircraft at oceanic clearances,"entry.

If necessary (e.g., to avoid conflicts, adhere to routing restrictions/standard routings, or other appropriate reasons), controllers may use Nattrak to issue an amended clearance for any element of the aboveRCL. procedureThis isincludes stillchanging calledan aircraft's:

• Speed (higher/lower Mach number)
• Crossing time over the OEP (cross OEP at 1234z / at or before 1234z / at or after 1234z)
• Level (higher/lower FL)
• Routing (different random route, NAT track, etc.)

Amended clearances only apply after the aircraft has entered oceanic airspace. E.g., if BIRD re-clears an aircraft to Mach .84, it does not have to change speed right away, but rather only has to enter BIRD at Mach .84.

If one provides a "requestcrossing fortime clearance" (RCL) message (yes,restriction, it is confusing...)the pilot's responsibility to adjust their speed so that they enter oceanic airspace at, at or before, or at or after the given time.

AircraftIf mustno transmitamendments are required, controllers shall select the Move to Processed List button on Nattrak, which will remove the RCL message from the "Pending" list. (Pressing this button does not send any message to the aircraft.)

Voice Procedures (Fallback Method)

noAs earliermuch thanas 25possible, minsall RCL messages should be processed via Nattrak. However, if an aircraft is unable to submit clearance via Nattrak for any reason (e.g., too soon before oceanic entryentry, (buttechnical stilldifficulties, prioretc.), controllers may use voice as a backup.

There is no officially defined phraeseology on how to oceanichandle entryRCL itself.) This may be donemessages via voicevoice. (orGenerally, incontrollers theshould nearuse future,common viasense/plain theEnglish, Nattrakand website,ask onceaircraft itfor hasany been updated.) 

Reykjavik OAC shall acknowledgeinformation 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.) asis necessary to ensure traffic separationseparation. (orUsually to fix any issues injust the originalMach number and flight plan.level is enough.)

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, goreport ahead.your oceanic Mach number and flight level.

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

🎧 ICE123, roger.

Example 2: 

Amended clearance

clearances

If the aircraft's flight plan mustmay be amended,issued insteadvia ofvoice "fly current flight plan," Reykjavik OAC shall usewith the phrase "amended [speed/route/level]level/route clearance," followed by the details of the amended clearance. E.e.g.,

🧑‍✈️ Reykjavik Control, ICE456.

🎧 ICE456, goreport ahead.your oceanic Mach number and flight level.

🧑‍✈️ ICE456, oceanic entry point is IPTON, estimating IPTON at 1235z, Mach .79,80, FL340, maximum flight level 360.FL340.

🎧 ICE456, amended routespeed and speedlevel clearance, after IPTON cleared direct ING, then direct NASBU, maintain Mach .76.82, climb FL360.

🧑‍✈️ After IPTON cleared direct ING then direct NASBU, maintainMaintain Mach .76,82, climb FL360, ICE456.

🎧 ICE456, readback correct.

Entering/Exiting Other NAT OCAs

ControllersAircraft mayentering alsoBIRD issueOCA afrom conditionalother instructionNAT OCAs (e.g., crossGander, a waypoint, climb/descend to a level,Shanwick, etc.) do"at," "at or before,"not or "at or after" a certain time,have to ensure traffic separation. E.g.,

🎧 ICE456, cross IPTON at or after 1236z.

Ifsubmit an RCL message to BIRD. Permission to enter one NAT OCA serves as permission to enter all of them.

Similarly, aircraft isleaving flyingBIRD viaOCA to another OCA do not have to submit a NATnew track,RCL Reykjavikmessage OACto mustthat alsoOCA. verifyThe thefact currentthat TMIBIRD numberOCA withhas processed their RCL gives the aircraft priorpermission to enter all oceanic entry.

airspace

Nattrak

in

–the TONorth BE CONFIRMED | DO NOT USE NATTRAK UNTIL UPDATED –Atlantic.

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 causeuse SLOP (Strategic Lateral Offset Procedures). 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.