ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

NAT Regional Supplementary Procedures (ICAO Doc 7030), Rules of the Air, Air Traffic Services and Search and Rescue applicable in the Reykjavik CTA. NAT Region documents can be obtained from the ICAO European and North Atlantic (EUR/NAT) office website
https://www.icao.int/EURNAT/Pages/welcome.aspx
(EUR/NAT Documents → NAT Documents).

These Procedures are supplementary to the provisions contained in regulation on Air Traffic Managament 787/ 2010, regulation on rules of the air 770/2010, ICAO Annex 6, Parts I and II, ICAO Annex 11, ICAO PANS-ATM (Doc 4444) and ICAO PANS-OPS (Doc 8168).

ENR 1.8.1 Flight rules

The text herafter is only in english.

ENR 1.8.1.1 Instrument flight rules (IFR)

(Regulation 770/2010 Flight Rules, paragraph 2.2 and Chapter 5)
Note - Regulation 770/2010, 2.2 permits a choice for a flight to comply with either the instrument flight rules or the visual flight rules when operated in visual meteorological conditions subject to certain limitations in Chapter 4 of the regulation. The following indicates certain further restrictions to that choice.

ENR 1.8.1.1.1 Special application of instrument flight rules

Flights shall be conducted in accordance with the instrument flight rules (even when not operating in instrument meteorological conditions) when operated at or above FL 60 or 2 000 feet above ground, whichever is the higher, within the Reykjavik Flight Information Region (FIR) excluding the domestic area, EKVG FIZ and North Sea Area IV during the published hours of operation of Aberdeen ATSU.

ENR 1.8.2 Airspaces with special requirements

ENR 1.8.2.1 High Level Airspace (HLA)

ENR 1.8.2.1.1 Area of applicability

(ICAO DOC 7030 NAT Region;. NAT DOC 007, North Atlantic Operations and Airspace Manual) Reykjavik CTA is part of the North Atlantic High Level Airspace (NAT HLA) . See map ENR 6.1 - 9.

ENR 1.8.2.1.2 Method of application

ENR 1.8.2.1.2.1 MNPS Approval for operation in the NAT HLA

Guidance material: North Atlantic Operations and Airspace Manual (NAT Doc 007) and The Performance-based Navigation (PBN) Manual (ICAO Doc 9613).

The airspace between FLs 285 and 420 inclusive, is designated as the NAT HLA. Within this airspace a formal MNPS Approval Process by the State of Registry of the aircraft or the State of the Operator ensures that aircraft meet defined NAT Standards and that appropriate crew procedures and training have been adopted.
Aircraft not meeting these requirements will not be allowed to operate in HLA unless the following conditions are satisfied:
1. The aircraft is being provided with ATS surveillance service;
2. Direct controller-pilot VHF voice communication is maintained; and
3. The aircraft has a certified installation of equipment providing it the ability to navigate along the cleared track.
An operator who experiences reduced navigation performance shall inform air traffic control (ATC) as soon as practicable.
Only aircraft approved for RNP 4 or RNAV 10 (RNP 10) is eligible for a NAT MNPS approval.

ENR 1.8.2.1.2.2 Monitoring

Adequate monitoring of flight operations in the Reykjavik CTA is conducted in order to assist in the assessment of continuing compliance of aircraft with the lateral navigation capabilities specified in NAT Doc 007.
Note - Monitoring is conducted in accordance with the appropriate guidance material issued by ICAO .

ENR 1.8.2.1.2.3 Reduced navigation performance

An operator who experiences loss of navigation/fms capability shall inform air traffic control (ATC) as soon as practicable. Flight crews should also inform ATC of any GNSS malfunction.

ENR 1.8.2.1.2.4 None MNPS approved aircraft

Aircraft not certified for operation in NAT HLA Airspace may be cleared by ATC to climb or descend through the NAT HLA provided:
1. the climb or descent is completed within reception range of KFV, ING, AKI VOR/DMEs and/or within ATS Surveillance coverage of the ATC unit issuing such clearance and the aircraft is able to maintain Direct Controller/Pilot Communication (DCPC) on VHF, and
2. NAT HLA MNPS aircraft operating in that part of the NAT HLA affected by such climbs or descents are not penalised.
Non-NAT HLA MNPS certified aircraft may also be cleared to climb or descend through the NAT HLA for the sole purpose of landing at or departing from an airport which underlies the NAT HLA but which does not have serviceable short range navaids, ATS Surveillance or DCPC.

ENR 1.8.2.1.2.5 Emergency Locator Transmitters (ELTs)

While not a specific element of the NAT HLA MNPS approval, pilots and operators are reminded that for flights over the NAT, ICAO SARPS Annex 6, Part 1, Chapter 6, requires carriage of Emergency Locator Transmitters (ELTs).

ENR 1.8.2.1.2.6 Indication of MNPS approval in FPL

For flights intending to operate within the NAT HLA during any portion of their flight, the letter "X" shall be inserted after the letter "S" in Item 10a of the flight plan, indicating that the flight has been certificated as complying with the NAT MNPS requirements.

ENR 1.8.2.1.3 Reference, guidance and information material concerning air navigation

ENR 1.8.2.1.3.1 Routes for aircraft with only one Long Range Navigation System (LRNS)

Special routes have been developed for aircraft equipped with only one LRNS and carrying normal short-range navigation equipment (VOR, DME, ADF), which are required to cross the North Atlantic between Europe and North America (or vice versa). State approval must be obtained prior to flying along them. These routes are also available for interim use by aircraft normally approved for unrestricted NAT HLA operations that have suffered a partial loss of navigation capability and have only a single remaining functional LRNS.
If this single LRNS is a GPS it must be approved in accordance with EASA Certification Specifications for European Technical Standard Orders CS-ETSO the document can be found at: https://www.easa.europa.eu/sites/default/files/dfu/ws_prod-g-doc-Agency_Mesures-Certification-Spec-CS-ETSO.pdf
Routes a) to k) are known as "Blue Spruce" routes and it has been determined that continuous VHF coverage exists on these routes at FL 310 and above except as specified below:
1. ATSIX (60N 010W) - 6100N 01234W - ALDAN - KFV, (VHF coverage exists but HF is required on this route)
2. RATSU (61N 010W) - ALDAN - KFV, (VHF coverage exists. Non HF equipped aircraft can use this route)
3. GOMUP (57N 010W) - 60N 015W - 61N 01630W - BREKI - KFV, (VHF coverage does not exist between GOMUP and 60N 015W, HF is required on this route)
4. MOXAL - RATSU (for flights departing Reykjavik Airport)
5. OSKUM - RATSU (for flights departing Keflavik Airport)
6. KFV - SOPEN - DA - SF - YFB
7. KFV - EPENI - 63N 030W - 61N 040W - OZN
8. OZN - 59N 050W - AVUTI (FL290 to FL600) - PRAWN - YDP
9. OZN - 59N 050W - CUDDY (FL290 to FL600) - PORGY
10. OZN - 58N 050W - HOIST - YYR and
11. SF - DARUB (67N 060W) - YXP
12. OLKUK - EPMAN (66N 060W) - YXP
13. OLKUK - 64N 060W - MUSVA (64N 063W) - YFB; and
14. RE - 6930N 02240W - CP.

ENR 1.8.2.1.3.2 Routes for aircraft with Short Range Navigation Equipment Only

The following routes may be flown with short range navigation equipment (VOR/DME, ADF) only, but State approval for operation within the NAT HLA is still necessary.

WESTBOUND: PEMOS G11 MY G3 KFV
WESTBOUND: VALDI G3 KFV
EASTBOUND DEPARTING BIKF OR BIRK: MOXAL - ING G3 VALDI OR MOXAL - ING G3 MY G11 PEMOS)

ENR 1.8.2.1.3.3 Procedures for aircraft suffering partial loss of navigation capability before entry into the NAT HLA

In the event of an aircraft suffering partial loss of navigation capability prior to entry into oceanic airspace (e.g. only one INS or FMS/IRS serviceable), the pilot should consider using one of the special routes listed above. Use of these routes following partial loss of navigation capability is subject to the following criteria: sufficient navigation capability remains to meet the NAT HLA accuracy and the ICAO Annex 6, Parts I para 7.2.9 and II, para 2.5.2.9 requirements for redundancy can be met by relying on short-range navaids.
1. a revised flight plan is filed with the appropriate ATS unit; and
2. an appropriate ATC clearance is obtained.

Note - A revised ATC clearance will be issued. The aircraft concerned may be required to accept a lower than optimum flight level, especially during peak traffic periods. The above guidance material does not relieve the pilot of the obligation to take the best possible course of action under the prevailing circumstances.

ENR 1.8.2.2 Reduced Vertical Separation Minimum (RVSM)

(NAT Doc 007)

ENR 1.8.2.2.1 Area of applicability

All aircraft intending to operate within the NAT HLA must be equipped with altimetry and height-keeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS). RVSM MASPS are contained in ICAO Doc 9574. See map ENR 6.1 - 9 .

ENR 1.8.2.2.2 Method of application

RVSM Approval
Pilots intending to fly within RVSM Airspace shall be in possession of the appropriate RVSM Approval issued by the State of Registry of the aircraft or by the State of the Operator.
Equipment
The aircraft shall be equipped with altimetry and height-keeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS). RVSM MASPS are contained in ICAO Doc 9574.
Responsibility
The above referenced Documents, are provided to assist States of Registry, operators, owners and planning staff who are responsible for issuing or obtaining RVSM approvals for aircraft. However, the ultimate responsibility for checking that a NAT RVSM flight has the necessary approval(s) rests with the pilot in command. In the case of most regular scheduled flights this check is a matter of simple routine but pilots of special charter flights, private flights, ferry and delivery flights are advised to pay particular attention to this matter. Routine monitoring of NAT traffic regularly reveals examples of pilots of non-approved flights, from within these user groups, flight planning or requesting clearance within RVSM Airspace. All such instances are prejudicial to safety and are referred to relevant State Authorities for further action.
Aircraft not meeting these requirements shall not be allowed to operate in airspace where reduced vertical separation minimum is being applied.
Monitoring
Adequate monitoring of flight operations in the Reykjavik CTA is conducted in order to assist in the assessment of continuing compliance of aircraft with height-keeping capabilities.
NON-RVSM approved aircraft
Special arrangements for NON-RVSM approved aircraft
1. To Climb/Descend Through RVSM Levels
  Aircraft that are not approved for RVSM operation will be permitted, subject to traffic, to climb/descend through RVSM levels in order to attain cruising levels above or below RVSM airspace. Flights should climb/ descend continuously through the RVSM levels without stopping at any intermediate level and should "Report leaving" current level and "Report reaching" cleared level. Such aircraft are also permitted to flight plan and operate at FL430 either Eastbound or Westbound above the NAT HLA.
2. To Operate at RVSM Levels
  ATC may provide special approval for a NAT HLA approved aircraft that is not approved for RVSM operation to fly in NAT HLA provided that the aircraft:
  1. is on a delivery flight; or
  2. was RVSM approved but has suffered an equipment failure and is being returned to its base for repair and/or re-approval; or
  3. is on a mercy or humanitarian flight.
3. Request prior approval
  Operators requiring such special approval should request prior approval by contacting the initial Oceanic Area Control Centre (OAC), normally not more than 12 hours and not less than 4 hours prior to the intended departure time, giving as much detail as possible regarding acceptable flight levels and routings. Operators should be aware, due to the requirements to provide non-RVSM separation, that requested levels and/or routes may not always be available (especially when infringing active OTS systems). The special approval, if and when received, should be clearly indicated in Item 18 of the ICAO flight plan. The service will not be provided to aircraft that are not approved for NAT HLA operations.

ENR 1.8.2.2.3 Indication of RVSM approval in FPL

All RVSM approved aircraft intending to operate in the NAT Region, regardless of the requested flight level, shall insert the letter W in Item 10a of the flight plan.

ENR 1.8.2.3 Data link mandated airspace

ENR 1.8.2.3.1 Area of applicability

(ICAO DOC 7030, NAT Doc 007, NAT OPS Bulletin)
The NAT Data Link Mandate (DLM) airspace is the volume of airspace between FL290 and FL410 (inclusive) within Reykjavik CTA.

ENR 1.8.2.3.2 Airspace Not Included in DLM Airspace that affect Reykjavik CTA

Airspace north of 80° North.
Airspace where an ATS surveillance service is provided by means of radar, multilateration and/or ADS-B coupled with VHF voice communications services, provided the aircraft is suitably equipped (transponder/ADS-B extended squitter transmitter).
For flight planning purposes in BIRD CTA, this exclusion area is bounded by the following coordinates:
Northern boundary: 65N000W - 67N010W - 69N020W - 68N030W - 67N040W - 69N050W - 69N060W - BOPUT. Southern boundary: GUNPA (61N000W) - 61N007W - 6040N010W - RATSU (61N010W) - 61N020W - 63N030W - 6330N040W – 6330N050W – EMBOK.
Tracks wholly contained within this airspace (including its northern and southern boundaries) are excluded from the mandate.
Note 1 - The airspace west of 030W within BIRD is ADS-B only and is excluded from the Data Link Mandate only for aircraft with functioning ADS-B equipment.
Note 2 - ATC may, on a tactical basis, clear non-datalink aircraft which are being provided an ATS surveillance service to operate at DLM levels outside the exclusion area specified above.
A depiction of the exempt from the DLM is shown in ENR 6.1-9.

ENR 1.8.2.3.3 Flights Allowed

The following flights are permitted to flight plan to enter the NAT DLM airspace:

Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030));
The appropriate equipage to be indicated in Item 10 (equipment and capabilities) of the ICAO flight plan is as follows:
1. D1 (ADS-C with FANS 1/A capabilities); and
2. J5 (CPDLC FANS 1/A SATCOM (INMARSAT)); and/or
3. J7 (CPDLC FANS 1/A SATCOM (Iridium)).
Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC, SAR or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such flights may not receive an ATC clearance which fully corresponds to the requested flight profile.)

ENR 1.8.2.3.3.1 Operational Policies

Non-equipped flights may request to climb or descend through the NAT DLM airspace. Such requests will be considered on a tactical basis.
Other requests for operation of non-DLM equipped aircraft in the NAT DLM airspace will be considered on a tactical basis, as outlined below:
1. Altitude reservation (ALTRV) requests and requests for “special operations” (e.g., for scientific research or weather observations) will be considered on a case by case basis, irrespective of the equipage status of the participating aircraft.
2. Equipment Failure of either ADS-C or CPDLC systems:
  - Prior to departure:
    
    Resubmit flight plan to remain clear of NAT DLM airspace
  - After Departure but prior to entering DLM airspace:
    
    ATC must be notified prior to entering DLM airspace.
    
    Requests to operate in DLM airspace will be considered on a tactical basis.
  - After entering NAT DLM airspace:
    
    ATC must be notified immediately.
    
    Tactical consideration will be given to allow the flight to continue in NAT DLM airspace. Flights may be required to exit NAT DLM airspace if traffic warrants.

ENR 1.8.2.4 Performance Based Communication and Surveillance (PBCS)

Reykjavik applies lateral and longitudinal PBCS dependent separation minima for PBCS approved aircraft within BIRD CTA, see ENR 1.8.7.

Coverage limitations to the service are:

Inmarsat SATCOM equipped aircraft: The service is limited to the airspace at or south of 80N.
Iridium SATCOM equipped aircraft: There is no coverage limitation.

The PBCS services are provided in accordance with specifications in the ICAO Performance Based Communication and Surveillance Manual (ICAO Doc 9869).
Communication is by means of FANS 1/A CPDLC - RCP240 - operators shall insert FPL indicator "P2" in item 10a to indicate PBCS approval.
Surveillance is by means of FANS 1/A ADS-C - RSP 180 - operators shall insert FPL indicator "RSP180" in Item 18 SUR/ subfield to indicate PBCS approval.
Backup means of communication and surveillance are:

HF voice or SATVOICE.
VHF voice and ATS surveillance within coverage see coverage charts in ENR 6.1 .

RCP 240 and RSP 180 compliant aircraft operators must participate in the PBCS monitoring program.

ENR 1.8.3 Flight Plans

Flight plan messages for flights intending to operate within the Reykjavik CTA shall be filed in accordance with ENR 1.10 and ENR 1.11.

ENR 1.8.3.1 Contents of ICAO Flight Plan - North Atlantic (NAT) Region

ENR 1.8.3.1.1 Introduction

The purpose of this guidance material is to remind users of how important the correct completion of the Flight Plan form has become in these days of automatic data processing.
Incorrect completion of the Flight Plan may well result in delay to processing and subsequently to the flight.

ENR 1.8.3.1.2 Instructions for the completion of the ICAO Flight Plan form

Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space is available, leave unused spaces blank.
Insert all clock times in 4 figures, UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Shaded areas preceding Item 3 - to be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated.
Complete Items 3 to 19 as indicated hereunder.
Do not introduce obliques or spaces where they are not required.

ENR 1.8.3.1.3 Contents of each ITEM in the ICAO FPL form

(ICAO PANS ATM (Doc 4444), NAT Doc 007)

ENR 1.8.3.1.3.1 ITEM 3: MESSAGE TYPE

INSERT: Enter FPL for any initial filing of a Flight Plan. For filing of second or subsequent flight plans, use either the "CHANGE" (CHG) or "CANCEL" (CNL) format as outlined in ICAO PANS ATM (Doc 4444), but include field 18 to ensure automatic data transfer.

ENR 1.8.3.1.3.2 ITEM 7: AIRCRAFT IDENTIFICATION

(Maximum 7 alphanumeric characters and without hyphens or symbols).
INSERT: one of the following aircraft identifications, not exceeding 7 characters:

the ICAO designator for the aircraft operating agency followed by the flight identification (e.g. KLM511, NGA213, JTR25) when in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g. KLM 511, NIGERIA 213, JESTER 25);
the nationality or common mark and registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA) when:
1. in radiotelephony the call sign used by the aircraft will consist of this identification alone (e.g. CGAJS), or preceded by the ICAO telephony designator for the aircraft operating agency (e.g. BLIZZARD CGAJS);
2. the aircraft is not equipped with radio,

Note 1 - Standards for nationality, common and registration marks to be used are contained in ICAO Annex 7, section 3.

Note 2 - Provisions for the use of radiotelephony call signs are contained in ICAO Annex 10, Volume II, Chapter 5. ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585 - Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services.

ENR 1.8.3.1.3.3 ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT

FLIGHT RULES
INSERT: one of the following letters to denote the category of flight rules with which the pilot intends to comply: I if it is intended that the entire flight will be operated under the IFR
V if it is intended that the entire flight will be operated under the VFR
Y if the flight initially will be operated under the IFR, followed by one or more subsequent changes of flight rules or Z if the flight initially will be operated under the VFR, followed by one or more subsequent changes of flight rules
Specify in Item 15 the point or points at which a change of flight rules is planned.

TYPE OF FLIGHT
INSERT: one of the following letters to denote the type of flight:
S if Scheduled Air Transport
N if Non-scheduled Air Transport
G if General Aviation
M if Military
X if other than any of the defined categories above
Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.

ENR 1.8.3.1.3.4 ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY

NUMBER OF AIRCRAFT.
INSERT: the number of aircraft, if more than one.

TYPE OF AIRCRAFT.
INSERT: the appropriate designator as specified in ICAO Doc 8643, "Aircraft Type Designators".
or, if no such designator has been assigned or in case of formation flights comprising more than one type, INSERT: ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/.

WAKE TURBULENCE CATEGORY.
INSERT: an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft:
J - SUPER, to indicate an aircraft type specified as such in Doc 8643, Aircraft Type Designators.
H - HEAVY, to indicate an aircraft type with maximum certificated take-off mass of 136 000 kg or more.
M - MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than 136 000 kg but more than 7000 kg.
L - LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7 000 kg or less.

ENR 1.8.3.1.3.5 ITEM 10: EQUIPMENT AND CAPABILITIES

Capabilities comprise the following elements:

presence of relevant serviceable equipment on board the aircraft;
equipment and capabilities commensurate with flight crew qualifications; and
where applicable, authorization from the appropriate authority

Radio communication, navigation and approach aid equipment and capabilities. INSERT: one letter as follows:
N if no COM/NAV/Approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, or
S if standard COM/NAV/Approach aid equipment for the route to be flown is carried and serviceable and/or
INSERT: one or more of the following letters to indicate the serviceable COM/NAV/Approach aid equipment and capabilities available:
A - GBAS landing system
B - LPV (APV with SBAS)
C - LORAN C
D - DME
E1- FMC WPR ACARS
E2 -D-FIS ACARS
E3 - PDC ACARS
F - ADF
G - GNSS If any portion of the flight is planned to be conducted under IFR it refers to GNSS receivers that comply with the requirements of Annex 10, Volume I (See Note 2)
H - HF RTF
I - INERTIAL NAVIGATION
J1 - CPDLC ATN VDL Mode 2 (See Note 3)
J2 - CPDLC FANS 1/A HFDL
J3 - CPDLC FANS 1/A VDL Mode A
J4 - CPDLC FANS 1/A VDL Mode 2
J5 - CPDLC FANS 1/A SATCOM (INMARSAT) J6 - CPDLC FANS 1/A SATCOM (MTSAT)
J7 - CPDLC FANS 1/A SATCOM (Iridium)

Note - All aircraft planning to operate in the Reykjavik Oceanic Area and intending to use data link services shall insert the appropriate descriptor (J2, J5 or J7) in Item 10a.

K - MLS
L - ILS
M1 - ATC SATVOICE (INMARSAT)
M2 - ATC SATVOICE (MTSAT)
M3 - ATC SATVOICE (Iridium)
O - VOR
P1 CPDLC RCP 400 (see Note 7)
P2 CPDLC RCP 240 (see Note 7)
P3 SATVOICE RCP 400 (see Note 7)
P4-P9 Reserved for RCP
R - PBN approved (see Note 4) - all RNAV 10 (RNP 10) and/or RNP 4 approved aircraft intending to operate in the Reykjavik Oceanic Area shall insert the letter R in Item 10a of the flight plan.
T - TACAN
U - UHF RTF
V - VHF RTF
W - RVSM approved - all RVSM-approved aircraft intending to operate in the Reykjavik Oceanic Area regardless of the requested flight level shall insert the letter "W" in item 10a of the flight plan.
X - HLA MNPS approved - all HLA MNPS-approved aircraft intending to operate in the Reykjavik Oceanic Area shall insert the letter "X" in item 10a of the flight plan.
Y - VHF with 8.33 KHz channel spacing capability
Z - other equipment carried or other capabilities (see Note 5) Any alphanumeric characters not indicated above are reserved.

Note 1 - If a letter S is used, standard equipment is considered to be VHF RTF, VOR and ILS.
Note 2 - If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator NAV/ and separated by a space.
When the letter G is filed, the pilot has the obligation to check RAIM prediction for the filed route before departure. Furthermore the pilot is obliged to report to ATC as soon as possible if receiving RAIM warning. Isavia is providing information on the Internet for RAIM prediction.
The address is: https://www.isavia.is/en/corporate/c-preflight-information/raim-prediction.
Text used when advising that insufficient RAIM coverage has been predicted will be "GPS RAIM UNAVBL FOR NPA" The information will also be distributed as NOTAM.
Note 3 - See RTCA/EUROCAE Interoperability Requirements Standard For ATN Baseline 1 (ATN B1 INTEROP Standard
- DO-280B/ED-110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check.
Note 4 - If the letter R is used, the performance based navigation levels that can be met are specified in Item 18 following the indicator PBN/. Guidance material on the application of performance based navigation to a specific route segment, route or area is contained in the Performance-Based Navigation Manual (ICAO Doc 9613).
Note 5 - If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities, preceded by COM/ NAV/ and or DAT, as appropriate.
Note 6 - Information on navigation capability is provided to ATC for clearance and routing purposes.
Note 7 - Guidance material on the application of performance-based communication, which prescribes RCP to an air traffic service in a specific area, is contained in the Performance-based Communication and Surveillance (PBCS) Manual (ICAO Doc 9869).

Surveillance EQUIPMENT and capabilities.
INSERT N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable,
OR
INSERT: one or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board:
SSR Modes A and C
A - Transponder Mode A (4 digits - 4 096 Codes)
C - Transponder Mode A (4 digits - 4 096 Codes) and Mode C
SSR Mode S
E Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability
H Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability
I Transponder - Mode S, including aircraft identification, but no pressure-altitude capability
L Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B) and enhanced surveillance capability
P - Transponder Mode S including pressure altitude transmission but no aircraft identification capability
S - Transponder Mode S including both pressure altitude and aircraft identification capability
X - Transponder - Mode S with neither aircraft identification nor pressure-altitude capability

Note - Enhanced surveillance capability is the ability of the aircraft to down-link aircraft derived data via a Mode S transponder.

ADS-B
B1 ADS-B with dedicated 1090 MHz ADS-B "out" capability
B2 ADB-B with dedicated 1090 MHz ADS-B "out" and "in" capability
U1 ADS-B "out" capability using UAT
U2 ADS-B "out" and "in" capability using UAT
V1 ADS-B "out" capability using VDL Mode 4
V2 ADS-B "out" and "in" capability using VDL Mode 4

ADS-C
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Alphanumeric characters not indicated above are reserved.
Example: ADE3RV/HB2U2V2G1

Note 1 - The RSP specification(s), if applicable, will be listed in Item 18 following the indicator SUR/. Guidance material on the application of performance-based surveillance, which prescribes RSP to an air traffic service in a specific area, is contained in ICAO Doc 9869 The Performance-based Communication and Surveillance (PBCS) Manual.
Note 2 - Additional surveillance application should be listed in Item 18 following the indicator SUR/

ENR 1.8.3.1.3.6 ITEM 13: DEPARTURE AERODROME AND TIME

INSERT the ICAO four-letter Location indicator of the aerodrome of departure as specified in ICAO Doc 7910, Location Indicators
OR,    if no location indicator has been assigned,
INSERT ZZZZ, and SPECIFY, in Item 18, the name and location of the aerodrome, preceded by DEP/,
OR,    the first point of the route or the marker radio beacon preceded by DEP/…, if the aircraft has not taken off from the aerodrome,
OR,    if the flight plan is received from an aircraft in flight,
INSERT AFIL, and SPECIFY, in Item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/.
THEN, WITHOUT A SPACE,
INSERT for a flight plan submitted before departure, the estimated off-block time (EOBT),
OR,    for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies.

ENR 1.8.3.1.3.7 ITEM 15: ROUTE

INSERT the first cruising speed as in (1) and the first cruising level as in (2), without a space between them. THEN, following the arrow, INSERT the route description as in (3).

Cruising speed (maximum 5 characters)
INSERT: For turbo-jet aircraft intending to operate within Reykjavik Oceanic Area, the true Mach number planned to be used for any portion of their flight shall be specified in ITEM 15 of the flight plan.
All other aircraft: speed in terms of TAS.
In both cases, the speed is to be indicated at either the last domestic reporting point prior to oceanic entry or the ocean entry control area boundary.
Cruising level (maximum 5 characters)
INSERT: Flight level, expressed as F followed by 3 figures (e.g. F080; F330), for ocean entry, specified at either the last domestic reporting point prior to ocean entry or the ocean entry control area boundary, or for uncontrolled VFR flights below CTA, the letters VFR.
Route of flight described in terms of the following significant points INSERT:
1. Last domestic reporting point prior to ocean entry.
2. Oceanic control area boundary entry point as stated below.
3. Significant points formed as stated below.
4. Oceanic control area boundary exit point.
5. First domestic reporting point after ocean exit.

Note - Each point at which a change in speed or level is requested must be specified and followed, in each case by the next route segment expressed as geographical coordinates in latitude and longitude.

Data convention for the various conventions in item 15
USE ONLY: the conventions in (1) to (5) below and SEPARATE each sub-item by a SPACE.

ATS ROUTE (2 to 7 characters).
The coded designator assigned to the route or route segment (e.g. G3, G11, routes for domestic and aircraft with Short Range Navigation Equipment only but State approval for NAT HLA is necessary).
SIGNIFICANT POINT (2 to 11 characters).
The coded designator (2 to 5 characters) assigned to the point (e.g. GUNPA, RATSU, EPMAN), or
if no coded designator has been assigned, one of the following ways:
Degrees only (7 characters)
2 figures describing latitude in degrees, followed by "N" (North) or "S" (South), followed by 3 figures describing longitude in degrees, followed by "E" (East) or "W" (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 60N030W.
Degrees and minutes (11 characters)
4 figures describing latitude in degrees and tens and units of minutes followed by "N" (North) or "S" (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by "E" (East) or "W" (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 6300N01000W.
INSERT: DCT between successive points unless both points are defined by geographical coordinates.
Note - Points defined by a bearing and distance from a significant point are not allowed in the Reykjavik FIR/CTA due to the discrepancy that can exist between the actual positions derived from such points by aircraft and flight data processing systems.
CHANGE OF SPEED OR LEVEL (maximum 21 characters).
The point at which a change of speed (5% TAS or 0.01 Mach or more) or change of level is planned, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the cruising level, WITHOUT A SPACE between them, even when only one of those quantities will be changed.
Example: 7600N05000W/M082F350
CHANGE OF FLIGHT RULES (maximum 3 characters).
The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as appropriate, FOLLOWED BY A SPACE and one of the following:
VFR if from IFR to VFR, IFR if from VFR to IFR. Example: ES VFR, ES/N0284A050 IFR
CRUISE CLIMB (maximum 28 characters)
The letter C followed by an oblique stroke then the point at which cruise climb is planned to start, expressed exactly as in (2) above, followed by an oblique stroke, then the speed to be maintained during cruise climb, followed by the two levels defining the layer to be occupied during cruise climb, or the level at which cruise climb is planned followed by the letters PLUS, WITHOUT A SPACE between them.
Examples: C/68N050W/M082F290F350, C/68N050W/M082F290PLUS, C/62N050W/M220F580F620.

Requirements for Flight Plans on random route segments

Flights conducted wholly or partly outside the organized tracks shall be planned along great circle tracks joining successive significant points and flight plans shall be made in accordance with the following:

Flights operating between North America and Europe shall generally be considered as operating in a predominantly east-west direction. However, flights planned between these two continents via the North Pole shall be considered as operating in predominantly north-south direction.
For flights conducted along one of the organized tracks from the entry point into the NAT flight information regions to the exit point, the organized track shall be defined in the flight plan by the abbreviation "NAT" followed by the code letter assigned to the track.
Aircraft operating across boundary's:
1. Aircraft operating across the boundary between Reykjavik (BIRD) and Scottish (EGPX) shall file through one of the named points
  BARKU, DEVBI, BESGA, NALAN, OSBON, PEMOS, RIXUN or SOSAR as appropriate.
2. Flights routing between RATSU and GUNPA in either direction shall operate direct (DCT) between those points.
3. Eastbound flights routing across the boundary between BIRD and Polaris (ENOR) shall file their route via one of the following waypoints:
  GUNPA, VALDI, ERSER, IPTON, BARUD or ISVIG.
4. Flight Plans entering the Reykjavik CTA from the Edmonton CTA:
  - At or north of 82N, a boundary position at 060W;
  - south of 82N, one of the following waypoints: APSIN, BUDUM, DEXUN, ELNUS, PAMLA, SINVU, DOGGY, MODET,
    GELBO, DAPAK, MEDPA, INGUM, NADMA, ADSAM, BOPUT, CANEL, DARUB, IKNOG, EPMAN.
5. Flights entering Gander Oceanic and then proceeding either through Montreal airspace and Edmonton airspace, or directly into Edmonton
  before entering Reykjavik Oceanic shall file as follows:
  - Aircraft routing over 65N, at or east of 060W, shall file a waypoint at 65N;
  - aircraft routing over 65N, west of 060W, shall file via named waypoint by the boundary between Edmonton and Reykjavik.

Requirements for Flight Plans on random route segments at or south of 70N

GENERAL:

All flights which generally route in an eastbound or westbound direction should normally be flight planned so that specified ten degrees of longitude (20°W, 30°W, 40°W etc.) are crossed at whole or half degrees of latitude; and all generally northbound or southbound flights should normally be flight planned so that specified parallels of latitude spaced at five degree intervals (65°N, 60°N, 55°N etc.) are crossed at whole degrees of longitude.
The distance between significant points shall, as far as possible, not exceed one hour's flight time.
Additional significant points should be established when deemed necessary due to aircraft speed or the angle at which the meridians are crossed, e.g. at intervals of 10° of longitude (between 5W and 65W).

Requirements for Flight Plans departing/arriving at Keflavik or Reykjavik

Flights with Keflavík or Reykjavík as Departure point or Destination are not required to file their route via waypoints at 010W, if routing north of RATSU (61N010W).
Flights departing Keflavik and Reykjavik shall not file their route via G3 unless short range equipped only.
Flights departing Keflavik shall not file their route between 63N and 64N at 10W.

The following tables show the routing for departing flights from BIKF and BIRK:

BIKF departures to the east
Departure point	Waypoint 60NM from BIKF	Waypoint 120NM from BIKF	Waypoint at 6130N	Waypoint at 010W	Next waypoint	Next waypoint
BIKF	If FPL is north of LUTER then according to FPL via 10° west or DCT 00L or every 5° north.
	LUTER	N/A		Between 64N010W and 66N010W; Flights departing Keflavik shall not file their route between 63N and 64N at 10W.	At or north of 64N000W	Waypoint at ENOB/ ENOR or ULLL domestic boundary: See ENR 6.1-5
	LUTER	N/A			ISVIG BARUD IPTON ERSER VALDI GUNPA	N/A
	OSKUM	N/A		Between 63N010W and RATSU	ISVIG BARUD IPTON ERSER VALDI GUNPA SOSAR RIXUN PEMOS OSBON NALAN	N/A
				Between 63N010W and RATSU	MATIK	BESGA
				RATSU	BESGA DEVBI BARKU	N/A
	PIXUM	PETUX	PODAR	ATSIX ORTAV BALIX ADODO ERAKA ETILO GOMUP	AKIVO ODPEX NINEX AMTAP ETSOM ENVAL GINGA	N/A
	RIMUM	RUMUX	RAPAX	If crossing 61N west of 01630W	FPL route	FPL route
	RIMUM	CELLO	60N019W		FPL route	FPL route

BIKF departures into Shanwick OCA - ETD between 06:00 and 09:00
Departure point	Waypoint 60NM from BIKF	Waypoint 120NM from BIKF	Waypoint at 6130N	Waypoint at 010W	Next waypoint
BIKF	PIXUM	PETUX	PODAR	ORTAV	ODPEX
BIKF	RIMUM	RUMUX	RAPAX	ERAKA or more southerly route	ETSOM or more southerly route

BIKF and BIRK departures to the west
Departure point	Waypoint 60 NM from BIKF	Waypoint 120 NM from BIKF	Waypoint at 030W	Waypoint at 040W	Waypoint at 050W	Next waypoint	Next waypoint
BIKF or BIRK	SORIR	SUKED	66N030W	FPL route	FPL route	See Transport Canada Aeronautical Information Manual, paragraph 1.7 Flight Planning Procedures	FPL route
	SORIR	SOPEN	65N030W
	RALOV	ROTIN	64N030W
	RALOV	RAKIS	63N030W
	DELES	DOPOD	62N030W
	DELES	DOPOD	61N030W
	SORIR	F280 and below	SOSIT	FPL route	FPL route	FPL route	FPL route

Note: Waypoints BATOD and ANABI may be used to minimize rerouting when ITA-W and ITA-W High are reserved for special use.

BIRK departures to the east
Departure point	Waypoint 60NM from BIKF	Waypoint 120NM from BIKF	Waypoint at 6130N	Waypoint at 010W	Next waypoint	Next waypoint
BIRK	If FPL is north of LUTER then according to FPL via every 10° west or DCT 00L or every 5° north.
	LUTER	MOXAL		North of RATSU	At or north of 64N000W	Waypoint at ENOB/ ENOR or ULLL domestic boundary: See ENR 6.1-5
					ISVIG BARUD IPTON ERSER VALDI GUNPA SOSAR RIXUN PEMOS OSBON NALAN	N/A
					MATIK	BESGA
				RATSU	BESGA DEVBI BARKU	N/A
	PIXUM	PETUX	PODAR	ATSIX ORTAV BALIX ADODO ERAKA ETILO GOMUP	AKIVO ODPEX NINEX AMTAP ETSOM ENVAL GINGA	N/A
	RIMUM	RUMUX	RAPAX	If crossing 61N west of 01630W	FPL route	FPL route

BIRK and BIKF - Westbound arrivals
Destination	Final waypoint	Waypoint 60NM from BIKF	ATS Route if applicable	Waypoint 120 - 150 NM	Waypoint at 010W
BIKF or BIRK	KFV (or IAF for the applicable RWY) for BIKF and EL (or IAF for the applicable RWY) for BIRK	NASBU	N/A	ING	Between 64N and ATSIX inclusive
		ASRUN	N/A	ALDAN	Between 64N and ATSIX inclusive
		BASLU	N/A	BREKI	Between 61N01236W and 61N019W

BIRK and BIKF - Eastbound arrivals
Destination	Final waypoint	Waypoint 60NM from BIKF	Waypoint 120 - 150 NM from BIKF	Waypoint at 030W
BIKF or BIRK	KFV (or IAF for the applicable RWY) for BIKF and EL (or IAF for the applicable RWY) for BIRK	INGAN	INDES	66N030W
		INGAN	(F280 and below only)	NONRO
		GIRUG	GOKIK (F290 and above only)	65N030W
		GIRUG	GISTU	64N030W
		ELDIS	EPENI	63N030W
		ELDIS	ELREX	62N030W
		BIRNA	BAXER	61N030W

Note: Waypoints BATOD and ANABI may be used to minimize rerouting when ITA-W and ITA-W High are reserved for special use.

Requirements for Flight Plans on random route segments north of 70, and at or south of 80 degrees North

The planned tracks shall normally be defined by significant points formed by the intersection of parallels of latitude expressed in degrees and minutes with meridians normally spaced at intervals of 20° from the Greenwich meridian to longitude 60W, using the longitudes 000W, 020W, 040W and 060W.
The distance between significant points shall, as far as possible, not exceed one hour's flight time. Additional significant points should be established when deemed necessary due to aircraft speed or the angle at which the meridians are crossed,
e.g. at intervals of 20° of longitude (between 10W and 50W).
However, when the flight time between successive significant points is less than 30 minutes, one of these points may be omitted.
For flights whose flight paths at or south of 80N are predominantly oriented in a north-south direction, the planned tracks shall normally be defined by significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5°.

Requirements for Flight Plans on random route segments north of 80 degrees North

The planned tracks shall be defined by points of intersection of parallels of latitude expressed in degrees and minutes with meridians expressed in whole degrees. The distance between significant points shall, normally equate to not less than 30 and not more than 60 minutes of flying time.

Requirements for Flight Plans on OTS

INSERT: If (and only if) the flight is planned to operate along the whole length of one of the organized tracks as detailed in the NAT track message, the abbreviation "NAT" followed by the code letter assigned to the track. Flights wishing to join or leave an organized track at some intermediate point are considered random route aircraft and full route details must be specified in the flight plan. The track letter must not be used to abbreviate any portion of the route in these circumstances.

Note 1 - Each point at which either a change in speed or level is requested must be specified as geographical coordinates in latitude and longitude followed, in each case, by the abbreviation "NAT" and the code letter assigned to the track.
Note 2 - Flight planning to operate wholly or partly outside the NAT Organized Track System (OTS) should flight plan cruising level(s) appropriate to direction of flight except that, within the Reykjavik CTA, during the westbound OTS (valid from 1130Z to 1900Z at 30 West) westbound aircraft may flight plan level 330 and during the eastbound OTS (valid from 0100Z to 0800Z at 30 West) eastbound aircraft may plan flight level 350.

Requirements for Flights along designated ATS routes

INSERT: if the departure aerodrome is located on, or connected to the ATS route, the designator of the first ATS route,
or
if the departure aerodrome is not on, or connected to the ATS route, the letters DCT followed by the point of joining the first ATS route, followed by the designator of the ATS route.
THEN
INSERT: each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned.

Note - When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition need not be inserted.

FOLLOWED IN EACH CASE
by the designator of the next ATS route segment, even if the same as the previous one,
or
by DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical coordinates.

ENR 1.8.3.1.3.8 ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME, DESTINATION ALTERNATE AERODROME(S)

DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (8 characters).
INSERT: the ICAO four-letter location indicator of the aerodrome of destination as specified in Doc 7910, Location Indicators,
OR
if no location indicator has been assigned,
INSERT: ZZZZ and SPECIFY in Item 18 the name and location of the aerodrome preceded by DEST/.
THEN WITHOUT A SPACE
INSERT the total estimated elapsed time.

Note 1 - Total estimated elapsed time. For IFR flights, the estimated time required from take-off to arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the destination aerodrome, to arrive over the destination aerodrome. For VFR flights, the estimated time required from take-off to arrive over the destination aerodrome.
Note 2 - For flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time from the first point of the route to which the flight plan applies to the termination point of the flight plan.

DESTINATION ALTERNATE AERODROME(S) (4 characters).
INSERT: the ICAO four-letter location indicator(s) of not more than two destination alternate aerodromes, as specified in ICAO Doc 7910, Location Indicators, SEPARATED BY A SPACE,
OR
if no location indicator has been assigned to the destination alternate aerodrome(s),
INSERT: ZZZZ and SPECIFY in Item 18 the name and location of the destination alternate aerodrome(s), preceded by ALTN/.

ENR 1.8.3.1.3.9 ITEM 18: OTHER INFORMATION

Note - Use of indicators not included under this item may result in data being rejected, processed incorrectly or lost.

Hyphens or oblique strokes should only be used as prescribed below.
INSERT 0 (zero) if no other information,
OR any other necessary information in the sequence shown hereunder, in the form of the appropriate indicator selected from those defined hereunder followed by an oblique stroke and the information to be recorded:
STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows:
ALTRV: for a flight operated in accordance with an altitude reservation;
ATFMX: for a flight approved for exemption from ATFM measures by the appropriate ATS authority;
FFR: fire-fighting;
FLTCK: flight check for calibration of navaids;
HAZMAT: for a flight carrying hazardous material;
HEAD: a flight with Head of State status;
HOSP: for a medical flight declared by medical authorities;
HUM: for a flight operating on a humanitarian mission;
MARSA: for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC: for a life critical medical emergency evacuation;
NONRVSM: for a non-RVSM capable flight intending to operate in RVSM airspace;
SAR: for a flight engaged in a search and rescue mission; and
STATE: for a flight engaged in military, customs or police services.
Other reasons for special handling by ATS shall be denoted under the designator RMK/.
PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters.

RNAV SPECIFICATIONS

A1 RNAV 10 (RNP 10)
All RNAV 10 (RNP 10) approved aircraft intending to operate in the Reykjavik CTA shall insert the A1 descriptor, following the PBN/ indicator.
B1 RNAV 5 all permitted sensors
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME (not available within Reykjavik CTA)
B4 RNAV 5 VOR/DME (not available within Reykjavik CTA)
B5 RNAV 5 INS or IRS (not available within Reykjavik CTA)
B6 RNAV 5 LORANC (not available within Reykjavik CTA)
C1 RNAV 2 all permitted sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME (not available within Reykjavik CTA)
C4 RNAV 2 DME/DME/IRU (not available within Reykjavik CTA)
D1 RNAV 1 all permitted sensors
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME (not available within Reykjavik CTA)
D4 RNAV 1 DME/DME/IRU (not available within Reykjavik CTA)

RNP SPECIFICATIONS

L1 RNP 4
All RNP 4 approved aircraft intending to operate in the Reykjavik CTA shall insert the L1 descriptor
O1 Basic RNP 1 all permitted sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME (not available within Reykjavik CTA)
O4 Basic RNP 1 DME/DME/IRU (not available within Reykjavik CTA)
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
All RNP APCH approved aircraft flying into BIKF shall insert the S1 or S2 descriptor
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
Combinations of alphanumeric characters not indicated above are reserved.
NAV/ Significant data related to navigation equipment, other than specified in PBN/.
Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, e.g. NAV/GBAS SBAS.
COM/ Indicate communications equipment or capabilities not specified in Item 10a.
DAT/ Indicate data equipment or capabilities not specified in 10a.
SUR/ Include surveillance equipment or capabilities not specified in Item 10b.
Indicate as many RSP specification(s) as apply to the flight, using designator(s) with no space. Multiple RSP specifications are separated by a space. Example: RSP180 RSP400.
DEP/ Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. For aerodromes not listed in the Aeronautical Information Publication, indicate location as follows:,
With 4 figures describing latitude in degrees and tens and units of minutes followed by "N" (North) or "S" (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by "E" (East) or "W" (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 6420N01805W (11 characters).

OR, The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not taken off from an aerodrome.
DEST/ Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the Aeronautical Information Publication, indicate location in LAT/LONG.
DOF/ The date of flight departure in a six figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day).
REG/ The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item
7. All aircraft intending to operate in the Reykjavik CTA shall insert in Item 18 of the flight plan the aircraft registration (following the REG/ indicator) and the aircraft address encoded as six hexadecimal characters (following the CODE/ designator).
EET/ The accumulated estimated elapsed time to each oceanic FIR boundary shall be specified in Item 18 of the flight plan.
Examples: EET/EINN0204
SEL/ SELCAL Code, for aircraft so equipped.
TYP/ Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9.
Example: TYP/2F15 5F5 3B2
CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters). Example: "F00001" is the lowest aircraft address contained in the specific block administered by ICAO.
DLE/ Enroute delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four figure time in hours and minutes (hhmm).
Example: DLE/MDG0030
OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7
ORGN/ The originator's 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority.
PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services - Aircraft Operations (ICAO PANS-OPS, (Doc 8168)), Volume I - Flight Procedures.
ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG.
RALT/ ICAO four letter indicator(s) for en-route alternate(s), as specified in ICAO Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG.
TALT/ ICAO four letter indicator(s) for take-off alternate, as specified in ICAO Doc 7910, Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG.
RIF/ The route details to the revised destination aerodrome, following by the ICAO four-letter location indicator of the aerodrome. The revised route is subject to reclearance in flight.
Examples:
RIF/DTA HEC KLAX
RIF/ESP G94 CLA YPPH
RMK/ Any other plain language remarks.

ENR 1.8.3.1.3.10 ITEM 19: SUPPLEMENTARY INFORMATION

ENDURANCE.
After E/ INSERT a 4-figure group giving the fuel endurance in hours and minutes.
PERSONS ON BOARD.
After P/ INSERT the total number of persons (passengers and crew) on board, when required by the appropriate ATS authority. INSERT TBN (to be notified) if the total number of persons is not known at the time of filing.

EMERGENCY AND SURVIVAL EQUIPMENT
R/ (RADIO).
CROSS OUT U if UHF on frequency 243.0 MHz is not available.
CROSS OUT V if VHF on frequency 121.5 MHz is not available.
CROSS OUT E if emergency location transmitter (ELT) is not available.
S/ (SURVIVAL EQUIPMENT).
CROSS OUT all indicators if survival equipment is not carried.
CROSS OUT P if polar survival equipment is not carried.
CROSS OUT D if desert survival equipment is not carried.
CROSS OUT M if maritime survival equipment is not carried.
CROSS OUT J if jungle survival equipment is not carried.
J/ (JACKETS).
CROSS OUT all indicators if life jackets are not carried.
CROSS OUT L if life jackets are not equipped with lights.
CROSS OUT F if life jackets are not equipped with fluorescein.
CROSS OUT U or V or both as in R/ above to indicate radio capability of jackets, if any.
D/ (DINGHIES).
(NUMBER) - CROSS OUT indicators D and C if no dinghies are carried, or INSERT number of dinghies carried, and
(CAPACITY) INSERT total capacity, in persons, of all dinghies carried, and
(COVER) CROSS OUT indicator C if dinghies are not covered; and
(COLOUR) - INSERT colour of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS).
INSERT colour of aircraft and significant markings.
N/ (REMARKS).
CROSS OUT indicator N if no remarks, or INDICATE any other survival equipment carried and any other remarks regarding survival equipment.
C/ (PILOT).
INSERT name of pilot-in-command.

ENR 1.8.4 Air-Ground Communications and in-Flight Reporting

An aircraft operated as a controlled flight, or an IFR flight operating outside controlled airspace, shall maintain continuous air-ground voice communication watch on the appropriate communication channel of, and establish two-way communication as necessary with, the appropriate air traffic control unit.
Note 1 - SELCAL or similar automatic signaling devices satisfy the requirement to maintain an air-ground voice communication watch.
Note 2 - The requirement for an aircraft to maintain an air-ground voice communication watch remains in effect after CPDLC has been established.
Note 3 - Additional information on Air-Ground Communication and in-Flight Reporting is contained in GEN 3.4.
Note 4 - Information on frequencies can be found in section ENR 2.1.

ENR 1.8.4.1 Position reports

(ICAO PANS-ATM (DOC 4444) 4.11 and 4.12)
Controlled flights providing position information to Reykjavik OACC via ADS-C shall only provide voice position reports when requested, see ENR 1.3.3.3.

ENR 1.8.5 Special Procedures for In - Flight Contingencies

ENR 1.8.5.1 General

(ICAO NAT Doc 007 Chapter 13)

Although all possible contingencies cannot be covered, they provide for the more frequent cases, such as:

inability to comply with assigned clearance due to meteorological conditions;
en-route diversion across the prevailing NAT traffic flow; and
loss of, or significant reduction, in required navigation capability.

With regard to 1. and 2. above, the procedures are applicable primarily when rapid descent and/or turnback or diversion is required. The pilot's judgment shall determine the sequence of actions taken, having regard to the prevailing circumstances.

ENR 1.8.5.2 General procedures

The following general procedures apply;
1. If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall be obtained, whenever possible, prior to initiating any action.
2. Use whatever means is appropriate (i.e. voice and/or CPDLC) to communicate during a contingency or emergency.
3. The radiotelephony distress signal (MAYDAY, MAYDAY, MAYDAY) or urgency signal (PAN PAN, PAN PAN, PAN PAN) shall be used as appropriate.
4. If these contingency procedures are employed, the pilot shall advise air traffic control as soon as practicable, reminding them of the type of aircraft involved and the nature of the problem.
If prior clearance cannot be obtained, the pilot shall:
1. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz) and where appropriate on the frequency in use: aircraft identification, the nature of the distress condition, intention of the person in command, position (including the ATS route designator or the track code, as appropriate) and flight level;
2. turn on all aircraft exterior lights; and
3. maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped) leaving ACAS in RA mode at all times, unless aircraft operating limitations dictate otherwise.
Aircraft should be flown at a flight level and/or on offset track where other aircraft are least likely to be encountered.

ENR 1.8.5.3 The following guidance is recommended for aircraft operating within Reykjavik Oceanic Area

ENR 1.8.5.3.1 Initial action

If unable to obtain prior air traffic control clearance, the aircraft should leave its cleared route or track by initially turning at least 30 degrees to the right or left to acquire on offset track of 5 NM. The direction of the turn should be determined by the position of the aircraft relative to any organized route or track system (e.g. whether the aircraft is outside, at the edge of, or within the organized track system (OTS)). Other factors which may affect the direction of the turn are the direction to an alternate airport, terrain clearance, the direction of flights and flight levels allocated on adjacent routes or tracks and any strategic lateral offset being flown.

ENR 1.8.5.3.2 Actions to be taken once offset from track

An aircraft that is able to maintain its assigned flight level, once the aircraft has deviated 5 NM (9.3 km) from the assigned track centerline, climb or descend to select a flight level which differs from those normally used by 500 ft (150 m), if at or below FL 410, or by 1 000 ft (300 m) if above FL 410.
An aircraft that is unable to maintain its assigned flight level should:
1. initially minimize its descent rate to the extent possible;
2. take account of other aircraft possibly being laterally offset from its track;
3. select a flight level which differs from those normally used by 500 ft (150 m) if at or below FL410, or by 1000 ft (300 m) if above F410;
4. contact ATC as soon as practicable and request a revised ATC clearance.

ENR 1.8.5.3.3 En-route diversion across the prevailing NAT air traffic flow

Before diverting across the flow of adjacent traffic, the aircraft should climb above FL 410 or descend below Fl 290 using the procedures specified in 1.8.5.3.2. However, if the pilot is unable or unwilling to do so, the aircraft should be flown at a level as defined in 1.8.5.3.2.1. for the diversion until a revised ATC clearance is obtained.

ENR 1.8.5.4 Weather deviation procedures for oceanic-controlled airspace

ENR 1.8.5.4.1 General

The following procedures are intended to provide guidance for deviations around thunderstorms. All possible circumstances cannot be covered. The pilot´s judgement shall ultimately determine the sequence of actions taken. ATC shall render all possible assistance.
If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the aircraft shall follow the procedures detailed in 1.8.5.2.
The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centre line of its cleared route.

ENR 1.8.5.4.2 Obtaining priority from ATC when weather deviation is required

When the pilot initiates communications with ATC, via CPDLC or voice, rapid response may be obtained using DM26 or DM27 or by stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response, or requesting a weather deviation using a CPDLC lateral downlink message.
When necessary, the pilot should initiating the communications using the urgency call “PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.

ENR 1.8.5.4.3 Actions to be taken when controller-pilot communications are established

The pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the extent of the deviation expected. The flight crew will use whatever means is appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.
Note - Pilots are advised to contact ATC as soon as possible with requests for clearance in order to provide time for the request to be assessed and acted upon.
ATC takes one of the following actions:
1. if there is no conflicting traffic in the horizontal plane ATC will issue clearance to deviate from track; or
2. if there is conflicting traffic in the horizontal plane ATC separates aircraft by establishing appropriate separation; or
3. if there is conflicting traffic in the horizontal plane and ATC is unable to establish appropriate separation, ATC shall:
  1. advise the pilot of inablility to issue clearance for requested deviation;
  2. advise the pilot of conflicting traffic; and
  3. request the pilot´s intentions.
The pilot will take the following actions:
1. advise ATC of intentions; and
  1. comply with the ATC clearance issued; or execute the procedures detailed in 1.8.5.4.4.

ENR 1.8.5.4.4 Actions to be taken if a revised ATC clearance cannot be obtained

The provisions of this section apply to situations where a pilot has the need to exercise the authority of a pilot-in- command under the provisions of regulation 770/2010.
If a revised ATC clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:
1. if possible, deviate away from the organized track or route system;
2. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, aircraft position (including ATS route designator or the track code) and intentions, on the frequency in use and on frequency 121.5 MHz (or, as a back-up, on the VHF inter-pilot air -to-air frequency 123.45 MHz;
3. watch for conflicting traffic both visually and by reference to ACAS (if equipped);
  Note - If, as a result of actions taken under the provisions of 1.8.5.4.4, 2 b. and c., the pilot determines that there is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
5. for deviations of less than 5 NM, aircraft should remain at a level assigned by ATC;
6. for deviations of greater than 5 NM, when the aircraft is approximately 5 NM from track, initiate a level change based on the following criteria: *
7. when returning to track, be at its assigned flight level, when the aircraft is within approximately 5 NM of centre line; and
8. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

*Originally cleared track or route centre line track	Deviations > 5 NM	Level change
EAST 000° - 179° magnetic	LEFT	DESCEND 90 m (300 ft)
EAST 000° - 179° magnetic	RIGHT	CLIMB 90 m (300 ft)
WEST 180° - 359° magnetic	LEFT	CLIMB 90 m (300 ft)
WEST 180° - 359° magnetic	RIGHT	DESCEND 90 m (300 ft)

ENR 1.8.6 Air Traffic Control Clearances

(Regulation 787/2010 9.1; ICAO PANS-ATM, 4.5.4, 4.5.7 and 11.4.2.6.2)

ENR 1.8.6.1 Adherence to current flight plan

Do not deviate from your current flight plan unless you have requested and obtained approval from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action. After such emergency authority is exercised, the appropriate air traffic services unit must be notified of the action taken and that the action has been taken under emergency authority.

ENR 1.8.7 Separation of Aircraft in Reykjavík Control Area (BIRD CTA)

ENR 1.8.7.1 Lateral separation (ICAO PANS-ATM (Doc 4444), 5.4.1 and 5.11, ICAO NAT Doc 008)

ENR 1.8.7.1.1 Minimum lateral separation shall be:

23 NM between aircraft which are;
1. RNP4 approved;
2. Automated Dependent Surveillance-Contract (ADS- C) equipped;
3. Controller-pilot data link communications (CPDLC) equipped;
4. RCP 240 approved; and
5. RSP 180 approved
50 NM between aircraft which are NAT HLA approved provided that a portion of the route of the aircraft is within, above, or below HLA; and
120 NM between other aircraft; except that lower minima in 5.4.1.2 of the ICAO PANS-ATM (Doc 4444) may be applied, or further reduced in accordance with 5.11 (see below).

ENR 1.8.7.1.2 Use of latitude

In the practical application of the minima in 1.8.7.1.1, 2 and 3 above, tracks may by spaced with reference to their difference in latitude, using one and one-half degrees instead of 50 NM; and two degrees instead of 120 NM, provided that in any interval of ten degrees longitude the change in latitude of at least one of the tracks does not exceed:
1. Three degrees at or south of 58° North;
2. Two degrees north of 58° North and South of 70° North; and;
3. One degree at or north of 70° North and South of 80° North.
At or north of 80N, or where the above rates of change of latitude are exceeded, the required lateral separation is ensured by reference to the track spacing expressed in nautical miles.

ENR 1.8.7.1.3 Lateral separation at FL285 and below

Lateral separation used at FL285 and below, in all cases the aircraft must be equipped with GNSS.

Communicating directly with ATC on VHF:
1. 15 NM between aircraft in level flight
2. 7 NM lateral separation between aircraft that are climbing/descending through the level of the other aircraft
Any types of communication:
Lateral separation of 20 NM while one aircraft climbs/descends through the level of another aircraft operating on intersecting and non-intersecting tracks

ENR 1.8.7.2 Longitudinal separation

ENR 1.8.7.2.1 Subsonic Transport Operations

Minimum longitudinal separation between turbojet aircraft shall be:
1. 15 minutes; or
2. 10 minutes, provided the Mach number technique is applied whether in level, climbing or descending flight; and the aircraft concerned have reported over a common point to follow continuously diverging tracks until some other form of separation is provided; and
  1. at least 10 minutes longitudinal separation exists at the point where the tracks diverge; and
  2. iat least 5 minutes longitudinal separation will exist where lateral separation is achieved; and
  3. lateral separation will be achieved at or before the next significant point (normally ten degrees of longitude along track(s)) or, if not, within 90 minutes of the time the second aircraft passes the common point or within 600 NM of the common point, whichever is estimated to occur first.
3. Between 9 and 5 minutes inclusive provided the Mach number technique is applied; and
  1. the aircraft concerned have reported over a common point and follow the same identical track or continuously diverging tracks until some other form of separation is provided; and
  2. the preceding aircraft is maintaining a true Mach number greater than the following aircraft in accordance with the following:
    - 9 minutes if the preceding aircraft is Mach 0.02 faster than the following aircraft.
    - 8 minutes if the preceding aircraft is Mach 0.03 faster than the following aircraft.
    - 7 minutes if the preceding aircraft is Mach 0.04 faster than the following aircraft.
    - 6 minutes if the preceding aircraft is Mach 0.05 faster than the following aircraft.
    - 5 minutes if the preceding aircraft is Mach 0.06 faster than the following aircraft.
  3. if the aircraft have not reported over a common point, it is possible to ensure, by an ATS surveillance system, that the appropriate time interval will exist at the common point from which they either follow the same track or continuously diverging tracks.
5 minutes between aircraft which are;
1. RNP4 approved;
2. Automated Dependent Surveillance-Contract (ADS- C) equipped;
3. Controller-pilot data link communications (CPDLC) equipped;
4. RCP 240 approved; and
5. RSP 180 approved.
Minimum longitudinal separation between non-turbo-jet aircraft shall be:
1. 30 minutes; and
2. 15 minutes if the aircraft are equipped with GNSS and are communicating via VHF

Note - The minima contained in 1.8.7.2.1 1.b. are in addition to those found in the ICAO PANS-ATM (Doc 4444), 5.4.2.4, Longitudinal separation minima with Mach number technique based on time.

ENR 1.8.7.2.2 En-route climbs and descents

The application of longitudinal separation between aircraft carrying out climbs/descents en route and other aircraft operating in the same direction shall be based on condition that the required separation between the climbing/ descending aircraft and other en-route affected aircraft exists at the time a climb/descent clearance is issued and will continue to exist during climb/descent at the recleared flight level(s), unless lateral separation is provided.
Note - application of longitudinal separation between climbing/descending aircraft when Mach number technique is used is based on the assumption that the last assigned Mach number will be maintained during en-route climbs and descents. In the event that it is not feasible to do so, pilots of aircraft concerned must inform ATC at the time of the climb/decent request or clearance.
5 minutes longitudinal separation between GNSS equipped aircraft climbing or descending aircraft while vertical separation does not exist provided:
1. The level change is commenced within 10 minutes of the time the second aircraft has reported over a common point; and
2. The vertical separation at the time of commencement of change is 4000 feet or less; and
3. When issuing the clearance through third party communication or CPDLC, a restriction must be added to the clearance to ensure that the 10 minute conditions satisfied. This shall be achieved by including a restriction to reach a vertically separated flight level within 10 minutes from the time the second aircraft has reported over the common point.

ENR 1.8.7.2.3 Longitudinal separation at FL285 and below

Longitudinal separation used at FL285 and below, in all cases the aircraft must be equipped with GNSS and communicating directly with ATC on VHF:
1. 10 minutes,
2. 20 NM between aircraft operating on tracks that intersect at 0-90 degree angle,
3. 10 NM between aircraft operating on tracks that intersect at 0-90 degree angle provided that the leading aircraft maintains a true airspeed of 20 kt. or more faster than the succeeding aircraft,
4. 10 NM between aircraft operating on tracks that intersect at 0-90 degree angle while one aircraft climbs/ descends provided that the other aircraft maintains a level while vertical separation does not exist.

ENR 1.8.7.3 Vertical separation

Minimum vertical separation between aircraft, airspace reservations, and between airspace reservations and other aircraft shall be:

4000 feet at or above FL450 between supersonic aircraft, and between supersonic aircraft and any other aircraft; or
2000 feet at or above FL290 between a formation flight and any other aircraft; or
2000 feet at or above FL290; or
1000 feet from FL290 to FL410 inclusive between RVSM aircraft, or
1000 feet below FL290

ENR 1.8.7.4 Horizontal separation minima relating to airspace reservations

ENR 1.8.7.4.1 Separation minima between moving temporary reservations

Lateral separation shall be:
1. 60 NM between the closest tracks of any aircraft for which the airspace is reserved, provided all aircraft or formation flights meet the NAT HLA; or
2. 120 NM between the closest tracks of any aircraft for which the airspace is reserved.
  Note - A formation flight with at least one of the aircraft in the formation meeting the NAT HLA is deemed to meet the requirement for the application of 60 NM in paragraph a. above.
Longitudinal separation shall be 60 minutes.

ENR 1.8.7.4.2 Separation minima between stationary temporary airspace reservations

Lateral separation shall be:
1. 60 NM between the boundaries of stationary temporary airspace reservations, provided the requesting agencies have guaranteed to confine their activities to the requested airspace; or
2. 120 NM between the boundaries of the airspace reservations, if no guarantees have been given.

ENR 1.8.7.4.3 Separation minima between moving temporary airspace reservations and other aircraft

Lateral separation shall be:
1. 60 NM between the track of an aircraft operating under the control of the ATC unit concerned and the closest track of any other aircraft for which the airspace is reserved, provided all aircraft meet the NAT HLA requirements and a portion of the route of the aircraft is within, above or below NAT HLA; or
2. 60 NM between the track of an aircraft operating under the control of the ATC unit concerned and the track of a formation flight for which the airspace has been reserved, provided at least one aircraft in the formation and the aircraft operating under the control of the ATC unit meet the NAT HLA requirements and a portion of the route of the aircraft is within, above or below NAT HLA; or
3. 120 NM between the track of an aircraft operating under the control of the ATC unit concerned and the closest track of any of the aircraft for which the airspace is reserved.

ENR 1.8.7.4.4 Separation minima between stationary temporary airspace reservations and other aircraft

Lateral separation shall be:
1. 30 NM between the track of an aircraft operating under the control of the ATC unit concerned or as part of a moving airspace reservation and the nearest limit of the reserved airspace, provided the aircraft meets the NAT HLA requirements and a portion of the route of the aircraft is within, above or below NAT HLA and the requesting agency has guaranteed to confine its activities to the requested airspace; or
2. 60 NM between the track of an aircraft operating under the control of the ATC unit concerned or as part of a moving airspace reservation and the nearest limit of the reserved airspace, provided the aircraft meets the NAT HLA requirements and a portion of the route of the aircraft is within, above or below NAT HLA and the requesting agency has not guaranteed to confine its activities to the requested airspace; or
3. 60 NM between the track of an aircraft operating under the control of the ATC unit concerned or as part of a moving airspace reservation and the nearest limit of the reserved airspace, when the aircraft does not meet the NAT HLA requirements and the requesting agency has guaranteed to confine its activities to the requested airspace; or
4. 120 NM between the track of an aircraft operating under the control of the ATC unit concerned or as part of a moving airspace reservation and the nearest limit of the reserved airspace, when the aircraft does not meet the NAT HLA requirements and the requesting agency has not guaranteed to confine its activities to the requested airspace.

ENR 1.8.7.4.5 Application of ATS Surveillance separation

Separation based on ATS Surveillance system may be applied within coverage of ATS Surveillance systems in BIRD CTA. See ENR 1.6.
The minimum horizontal separation based on ATS Surveillance system is:

3 NM within 30 NM radius around the KFV VOR (to be used only by Keflavik and Reykjavik Approach);
5 NM below FL 270 and at all levels east of 030W using ADS-B;
10 NM at or above FL 270 and at all levels west of 030W using ADS-B.
15 NM for PBCS aircraft using CPDLC communications.

ENR 1.8.8 Special Procedures Applicable in Designated Airspace

ENR 1.8.8.1 Establishment and use of organized track system (OTS) (NAT DOC 007, chapter 2)

Much of the air traffic in the North Atlantic (NAT) contributes to two major alternating flows: a westbound flow departing Europe in the morning, and an eastbound flow departing North America in the evening. When necessary in order to permit the optimum use of the airspace, OTS tracks are published.
The OTS is promulgated by means of the NAT track message via the AFTN to all interested addressees. A typical time of publication of the day-time OTS is 2200 UTC and of the night-time OTS is 1400 UTC.

ENR 1.8.8.2 Special procedures for flights along the southern boundary of Reykjavík FIR/CTA

Aircraft operating along tracks through successive points situated on the southern boundary of Reykjavík FIR/CTA shall be provided with air traffic services by:

Reykjavik OACC, at and east of 10W, (except for North Sea Area IV),
Shanwick and Gander OACCs, as appropriate, west of 10W.

Note - See North Sea Area IV, ENR 2.2.

ENR 1.8.8.3 Special procedures for manned balloon flights

Manned balloon flights authorized to operate in the Reykjavik CTA shall operate outside NAT HLA;
Within the Reykjavik CTA, manned balloons shall have a communications capability in accordance with Annex 2.

ENR 1.8.8.4 Airborne collision avoidance systems (ACAS)

Turbine-engined aircraft having a maximum certificated take-off mass exceeding 5,700 kg or authorized to carry more than 19 passengers are required to carry ACAS II in the Reykjavik CTA/FIR. The technical specifications for ACAS II are contained in ICAO Annex 10 Volume IV. Compliance with this requirement can be achieved through the implementation of traffic alert and collision avoidance system (TCAS) Version 7.1 as specified in RTCA/DO-185B or EUROCAE/ED-143.
Flight crews should report all ACAS/TCAS Resolution Advisories which occur in the Reykjavik CTA to the Icelandic Transport Authority.

ENR 1.8.8.5 Strategic Lateral Offset Procedure (SLOP)

The Strategic Lateral Offset Procedure is now a standard operating procedure in the Reykjavik CTA and flight crews are required to adopt this procedure as is appropriate. The procedure mitigates collision risk and wake turbulence encounters.
The introduction of very accurate aircraft navigation systems, along with sophisticated flight management systems, has drastically reduced the number of reported risk bearing lateral navigation errors. Paradoxically, the capability of aircraft to navigate to such a high level of accuracy has led to a situation where aircraft on the same track but at different levels, are increasingly likely to be in lateral overlap. This results in an increased risk of collisions if an aircraft departs from its cleared level for any reason.
SLOP reduces the risk by distributing aircraft laterally. It is applicable within Reykjavik CTA at and above FL 285.

ENR 1.8.8.5.1 Guidelines

SLOP conforms to direction in the ICAO PANS-ATM, Doc 4444, 16.5 and is subject to the following guidelines:

Aircraft without automatic offset programming capability must fly the centre line.
Operators capable of programming automatic offsets should fly offsets right of centreline up to a maximum of 2 NM.
Aircraft capable of flying offsets in tenths of a nautical mile should do so as it contributes to risk reduction by increasing the lateral distribution.
Offsets are not to exceed 2 NM right of centre line and offsets to the left of centre line are not permitted.
Aircraft shall not apply SLOP below F285 in the Reykjavik CTA and Bodo OCA.
Pilots should randomly select their offset position.
For wake turbulence purposes, pilots should select a position within the confines specified above. Flight crews should use whatever means is available (e.g. TCAS, communications, visual acquisition) to determine the best flight path to fly. Pilots may contact other aircraft on the air-to-air channel 123.450 MHz, as necessary, to coordinate the best wake turbulence offset option.
Pilots may apply an offset outbound at the oceanic entry point and must return to centre line prior to the oceanic exit point unless otherwise authorized by the appropriate authority or directed by the appropriate ATC unit.
The offset should be applied from the time the aircraft reaches its cruising level until top of descent.
Voice Position reports should be based on the waypoints of the current ATC clearance and not the offset position.
There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.

ENR 1.8.9 Alerting and Search and Rescue Services

ENR 1.8.9.1 Routes and equipment of private aircraft

(ICAO Annex 6, Part I - Chapter 6, NAT DOC 007) General aviation aircraft shall:

carry appropriate survival equipment;
be equipped with functioning two-way radio communications equipment.