Tower

Reykjavik Tower (BIRK_TWR) is responsible for BIRK’s runways, and for providing air traffic control service within the Reykjavik Control Zone (BIRK CTR).CTR.)

Runway Configuration

There is no official preferred runway at BIRK.

However, 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 RWY 01/31 have no precision landing equipment.)

Therefore, aircraft, especially heavier aircraft such as turboprops, jetliners, etc., may prefer or even require RWY 01/19, even if the winds slightly favor RWY 13/31.

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.

Reykjavik Control Zone (BIRK CTR)

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.

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.

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.

Clearance Below 2000ft

In the BIRK CTR, two- or multi-engine aircraft that are VFR or on a visual approach require clearance to descend below 2000ft. This clearance is generally given on first contact, together with local QNH/weather and circuit joining instructions.

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 entry into the CTR, in coordination with local ATC.

Neighboring Airspace Areas

Neighbouring restricted & training areas include Austursvaedi, BIR2 (Vestursvaedi), BIR3 (Midsvaedi), Sandskeid, and Sletta. When there is reported activity at these areas, Tower should add appropriate text to their ATIS NOTAMs, e.g., “GLIDERS OPERATING AT SANDSKEID” or “LIGHT AIRCRAFT OPERATING AT AUSTURSVAEDI.”

See the VFR Guide for more information about these areas.

Next ATS Unit for Departures

All IFR departures should be transferred to Reykjavik Approach (BIRK_APP), or Keflavik Approach (BIKF_APP) if Reykjavik Approach is offline. If neither are online, then departures should be transferred to whoever is covering Reykjavik/Keflavik Approach top-down.