Isavia ANS is responsible for the service provision of aeronautical telecommunications in Reykjavik FIR/CTA and navigation facilities in Iceland. Enquires, suggestions or complaints regarding these services should be directed to:

Isavia ANS is responsible for the service provision of the HF and General Purpose-VHF aeronautical telecommunications of Iceland Radio for the international air traffic within Reykjavik FIR/CTA. Enquiries, suggestions or complaints regarding these services should be directed to:

Inquiries, suggestions or complaints regarding:

The service is provided in accordance with the provisions contained in the following ICAO documents.

Differences are listed in GEN 1.7.

Communication services are provided for the entire Reykjavík FIR/CTA.

The following types of radio aids to navigation are available:

A list of Selected Radio Broadcasting Stations is contained in separate table in GEN 3.4.4.3. The information is limited to stations with power of 1 KW or more.

Routine air-ground communications in the Reykjavik CTA are conducted via the following:

All aircraft operating within the Reykjavik FIR/CTA shall maintain continuous watch on the appropriate frequency of Iceland Radio unless engaged in direct controller pilot communications with Reykjavik Control. HF RTF communication equipment with appropriate frequencies available is mandatory outside VHF coverage. An aircraft that is not in direct controller/pilot communication shall normally communicate with the air-ground radio station that serves the area in which the aircraft is flying. Aircraft shall maintain a continuous watch on the appropriate frequency of the radio station and should not abandon watch except in an emergency, without informing the radio station.

Messages to be transmitted over the Aeronautical Fixed Service are accepted only if they satisfy the requirements of ICAO Annex 10.

The following broadcasts are available for aircraft in flight:

The primary language used in A/G communications is English for International flights. For Domestic flights either Icelandic or English is used.

The international aeronautical mobile service on the following frequencies shall be conducted in English language only:

Reykjavík Control:

Iceland Radio:
127.850 MHz, 126.550 MHz, 129.625 MHz
(General Purpose VHF) and all employed aeronautical HF frequencies (Families B, C and D).

Keflavik Approach: 119.300 MHZ, 119.150 MHZ.

The aeronautical mobile service on the following frequencies shall be conducted in English language only:

Keflavík Tower: 118.300 MHz

Keflavík Ground: 121.900 MHz

Keflavík Clearance Delivery: 121.000 MHz

Details of the various facilities available for the en-route traffic can be found in ENR 4.

Details of the various facilities available at the individual aerodromes can be found in the relevant section of AD. In cases where a facility is serving both the en-route traffic and aerodromes details are given in the relevant section of ENR and AD.

The requirements for communication Services and the general conditions under which the communication services are available for international use, as well as the requirements for the carriage of radio equipment, are briefly summarized below:

Auxiliary Power for Radio Navigation beacons and
Communication Stations

Type of runway Aids requiring power Maximum switchover times:

The following AFIS stations use backup power:

It is recommended that pilots monitor continuously the facility in use during an instrument approach, especially if the facility is an NDB.

HF family B freq:
2899 KHz - 2100 - 0900 UTC
5616 KHz - H24
8864 KHz - H24
13291 KHz - 0900 - 2100 UTC

Aircraft with State of the Operator or the State of Registry approved SATVOICE, may use such equipment for additional ATS communications capability, provided the following requirements are met:

Note. SATVOICE is not a replacement for ADS-C, CPDLC or HF communications, but rather a means of reducing the risk of communications failure, improving the safety of operations and alleviating HF congestion

Entering Reykjavik CTA from:

Departing from airports within the lateral limits of Reykjavik CTA:

Aircraft shall log-on after departure.

Data Link Oceanic Clearance Delivery (OCD) service is provided via VHF and satellite to ACARS equipped aircraft via network service providers ARINC and SITA. The OCD service is implemented in accordance with the standard “Data-Link Application System Document (DLASD) for the Oceanic Clearance Data-Link Service” ED-106A. This standard is also frequently referred to as the ARINC Specification 623 for Oceanic Clearance.

Crew procedures see ENR 1.8.6.2.

To prevent misunderstanding the following must be stressed:

REYKJAVÍK CONTROL IS THE CONTROLLING AUTHORITY WITHIN REYKJAVÍK FIR/CTA. RADIO CALLSIGN: REYKJAVÍK CONTROL.

ICELAND RADIO IS THE AERONAUTICAL COMMUNICATION STATION FOR REYKJAVÍK FIR/ CTA.
RADIO CALLSIGN: ICELAND RADIO.

Note. Due to technical data link interoperability requirements uplink CPDLC messages will refer to Iceland Radio as "Iceland Radio Center". This is done in order to enable the pilot to automatically load the specified frequency into the aircraft communication system.

All air to ground communications in Iceland shall be in accordance with Flight Rules in regulation 770/2010, 3.6.5. Frequencies used for VFR communication in uncontrolled airspace are 118.100 and 118.400. When flying east of Þjórsá and Hofsjökull, south of 65N the frequency is
118.400. Outside that area, 118.100 shall be used. It is good operating practice in VFR operations to report blind, every 30 minutes, callsign, position, altitude and intentions. Also position in the traffic circuit of an uncontrolled aerodrome, i.e. downwind, baseleg and final. Pilots should also report in blind on the appropriate frequency before entering a runway strip for take-off from an uncontrolled aerodrome.

Information concerning frequencies can be found in AIP AD chapters.
Further information on communication between pilot and ATS Service, see GEN 3.3.5

Frequency for communication between aircraft unrelated to the flight is 123.450 MHz.

ICAO Doc 7030 NAT 3.5.2.3, 6.1.2.2 and 9.3

Note - Failure of HF communications often stems from poor signal propagation, frequently because of sun spot activity, and is likely to simultaneously affect multiple aircraft operating in a particular region. ATM systems dependent on HF are designed around the assumption that communication may be temporarily interrupted and that aircraft affected will continue to operate in accordance with the last received and acknowledged clearance, until communication is restored.

The following procedures are intended to provide general guidance for aircraft operating into or from the Reykjavik Oceanic Area experiencing a communications failure. It is not possible to provide guidance for all situations associated with communications failure.

The pilot shall attempt to contact either another aircraft or any ATC unit and inform it of the difficulty and request that information be relayed to the ATC facility with whom communications are intended.

Aircraft experiencing radio communication failure shall maintain their current flight level, route and speed to the Oceanic exit point. Thereafter, it shall follow the radio communication failure procedure applicable for that airspace.

The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, including level and speed, if applicable, to the last specified oceanic route point, then continue on the filed flight plan route. The pilot shall maintain the last assigned oceanic level and speed, if applicable, to landfall and, after passing the last specified oceanic route point, the pilot shall follow the radio communication failure procedure applicable for that airspace.

The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, including level and speed, if applicable, to the last specified oceanic route point, normally landfall. After passing the last specified oceanic route point, the pilot shall follow the radio communication failure procedure applicable for that airspace.

Note - The relevant State procedures/regulations to be followed by aircraft in order to rejoin its filed flight plan route are specified in detail in the appropriate National Aeronautical Information Publication.

When operating in BIRD and BGGL FIRs, aircrew unable to make position reports via VHF or CPDLC, ADS-C or FMC are expected to use HF or SATVOICE telephone if so equipped. SATVOICE communications should be made to Iceland radio, short code is 425105. The numbers 425101 and 425103, are connected at Reykjavik ATC centre and are valid for aircrew encountering emergencies.

If a radio failure occurs, the main rule is that aircraft shall proceed to the designated navigational aid serving the destination aerodrome and maintain the last assigned flight level and squawk 7600. After that, follow the procedures in 3.4.4.12.3 2e), 2f) and 2g) below

An IFR aircraft, on domestic flight, experiencing a communication failure shall:

2.    If in instrument meteorological conditions or when weather conditions are such that it does not appear feasible to complete the flight in accordance with visual flight rules:

2a. Maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft's failure to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan;

2b. In airspace where ATS surveillance is used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:

whichever is later, and thereafter adjust level and speed in accordance with the filed flight plan;

Note. ADS-B Transmitters limitations in sending squawk 7600: See ENR 1.8.10.2.1.2.

2c. when being vectored or having been directed by ATC to proceed offset using area navigation (RNAV) without a specified limit, rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

2d. proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the destination aerodrome and, when required to ensure compliance with e) below, hold over this aid or fix until commencement of descent;

2e. commence descent from the navigation aid or fix specified in d) at, or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan;

2f. complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and

2g. land, if possible, within 30 minutes after the estimated time of arrival specified in e) or the last acknowledged expected approach time, whichever is later.

If aircraft experiences communication failure in Control Zone the pilot shall select 7600 on its transponder, enter traffic circuit via nearest reporting point on VFR route and follow the circuit to final approach of runway in use.
Observe other traffic and signals from the control tower. Do not land unless serious conditions exists or until a steady green signal is received from the control tower. After landing continue the landing run to the nearest exit and vacate the runway as quickly as possible. Air Traffic Control can find out if the aircraft has an operating receiver by asking the aircraft to squawk IDENT or by rocking the aircraft’s wings.