Skip to main content

Oceanic Area Control

As mentioned in other pages, 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 this airspace.

As of 21st March 2024, aircraft no longer require oceanic clearance to enter the Reykjavik OCA. Updated procedures for oceanic entry are detailed below.

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).

image.png

NAT Tracks

The NAT airspace uses a system of organized tracks called the North Atlantic Organized Track System (NAT OTS) to regulate traffic crossing the ocean. While usually remaining in Shanwick & Gander OCAs, the tracks do occasionally enter the Reykjavik OCA.

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

  • The routing for each track
  • The flight levels permitted for each track
    • Aircraft on an organized track may fly at any permited flight level published for that track; the East/West semi-circular rule does not apply

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

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

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

(Some other info is included in the track messages, e.g., domestic routings such as North American Routes/NAR; these are not generally relevant to the Reykjavik OCA.)

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

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

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

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

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

Oceanic Entry

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 descend below controlled airspace (FL55 over the ocean), or obtain IFR clearance.

Aircraft entering the Reykjavik OCA from domestic airspace, or from oceanic airspace where ATC is offline, shall report all of the following information to Reykjavik OAC prior to oceanic entry. This may be done via voice (or in the near future, via the Nattrak website once it has been updated), no earlier than 25 minutes before oceanic entry.

  • Oceanic Entry Point (OEP)
  • ETA for the OEP
  • Mach Number (based on FMS cost index (ECON))
  • Requested Flight Level
  • The highest acceptable Flight Level which can be attained at the OEP

Even though no oceanic clearance is issued in response anymore, the above is technically still called a Request for Clearance (RCL) message.

Generally, the Mach number and requested flight level are the most important things to obtain; it is obviously ideal if pilots report the other items as well, but your mileage may vary depending on pilot experience & competence.

Reykjavik OAC shall acknowledge the aircraft's RCL message, and either:

  • Instruct the aircraft to "fly current flight plan" (i.e., follow the existing flight plan, as previously cleared & loaded into the FMS, with no changes.)
  • Amend the 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 will generally obtain the necessary information electronically, via the tag transfer from the transferring oceanic ATC unit.

Aircraft may fly in ECON (Cost Index) 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 also instruct aircraft to fly a fixed Mach number if required for separation.

Voice Phraseology

Below is an example exchange via voice, where no changes to the aircraft's existing flight plan are required:

🧑‍✈️ Reykjavik Control, ICE123, request for clearance.

🎧 ICE123, go ahead.

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

🎧 ICE123, roger, fly current flight plan.

🧑‍✈️ Fly current flight plan, ICE123.

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, request for clearance.

🎧 ICE456, go ahead.

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

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

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

🎧 ICE456, readback correct.

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

🎧 ICE456, cross IPTON at or after 1236z.

If 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 ("CPDLC")

– TO BE CONFIRMED | DO NOT USE NATTRAK UNTIL UPDATED –

Back to top