GEN 3.4 COMMUNICATION SERVICES

 

GEN 3.4.1 Responsible service(s)

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
Reykjavik Airport
IS-102 Reykjavik, Iceland 
Telephone:+354 424 4000
Telefax:NA
E-mail:ais@isavia.is
AFS:N/A
Website: https://www.isavia.is/

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:

 Isavia ANS
Reykjavik Airport
IS-102 Reykjavik, Iceland 
Telephone:+354 424 4000
E-mail:ais@isavia.is

Inquiries, suggestions or complaints regarding:

  1. HF and GP VHF services of Iceland Radio should be referred to the Operations Manager of Iceland Radio at Isavia ANS.
  2. Any other telecommunication service should be referred to the Director of Isavia ANS.

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

  • Annex 5       Units of Measurements to be used in AIR Ground Communications
  • Annex 10     Aeronautical Telecommunication
  • Doc 7030     Regional Supplementary Procedures
  • Doc 7910     Location Indicators
  • Doc 8400     ICAO Abbreviations and Codes (PANS-ABC)
  • Doc 8585     Designations for Aircraft Operating Agencies, Aeronautical Authorities and Services
  • Doc 10037   Global Operational Data Link (GOLD) Manual

Differences are listed in GEN 1.7.

GEN 3.4.2 Area of responsibility

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

GEN 3.4.3 Types of service

GEN 3.4.3.1 Radio Navigation Services

The following types of radio aids to navigation are available:

  1. LF/MF Non-directional Beacon (NDB)
  2. Instrument Landing System (ILS)
  3. VHF Omni-directional Radio range (VOR)
  4. Distance Measuring Equipment (DME)
  5. GNSS Fixed Services

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.

GEN 3.4.3.2 Voice and/or data link services

GEN 3.4.3.2.1 Mobile Services

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

  1. HF voice normally via Iceland Radio (see GEN 3.4.4.4).
  2. SATVOICE (see GEN 3.4.4.5)
  3. General purpose VHF via Ic eland Radio (see GEN 3.4.4.6).
  4. Direct Controller Pilot VHF voice communi-cations (see GEN 3.4.4.7).
  5. FANS 1/A ADS-C and CPDLC (see GEN 3.4.4.8).
  6. Oceanic clearance delivery via data link (see GEN 3.4.4.9).

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.

GEN 3.4.3.2.2 Fixed Service

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

GEN 3.4.3.3 Broadcasting service

The following broadcasts are available for aircraft in flight:

  • ATIS broadcast are established for arriving and departing aircraft at Keflavík and Reykjavík.

GEN 3.4.3.4 Language used

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:

  1. Reykjavik Control East Sector: 126.750 MHz, 125.500 MHz, 132.200 MHz, 128.800 MHz.
  2. Reykjavik Control South Sector: 119.700 MHz, 125.700 MHz, 123.900 MHz, 128.600 MHz, 132.300 MHz, 129.900 Mhz.
  3. Reykjavik Control West Sector: 124.400 MHz, 126.900 MHz, 128.200 MHz, 127.500 MHz.
  4. Reykjavik Control North Sector: 133.100 MHz, 134.300 MHz, 135.250 MHz.

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

GEN 3.4.3.5 Where detailed information can be obtained

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.

GEN 3.4.4 Requirements and conditions

GEN 3.4.4.1 General

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:

GEN 3.4.4.2 Auxiliary Power

Auxiliary Power for Radio Navigation beacons and
Communication Stations

  1. According to ICAO Annex 10, the maximum change over times are as follows:

Type of runway Aids requiring power Maximum switchover times:

Instrument approach:
SRE15 seconds
VOR15 seconds


 

Precision approach (Category I):
DME10 seconds
ILS localizer10 seconds
ILS glide path10 seconds

Precision approach (Category II):
DME5 seconds
ILS localizer5 seconds
ILS glide path5 seconds

  1. The following stations do not have any auxilliary power:

  • Blonduos NDB (BL)
  • Husavik L (HS)

  1. Radio communications stations:

Reykjavik ACC/OAC/APP/ AFIS/TWR Keflavik APPSwitch-over time 0 seconds
Akureyri TWR/APP/SRESwitch-over time 15 seconds
Keflavík TWR 

  1. Aerodrome Flight Information Service:

The following AFIS stations use backup power:

  • Egilsstadir
  • Hornafjorður
  • Husavik
  • Isafjordur
  • Vestmannaeyjar
  • Vopnafjordur

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

GEN 3.4.4.3 Selected Radio Broadcasting Stations

Stöð Tíðni Afl Þjónustutímar Hnattstaða Hæð mastra
Station Frequency Power Hours Coordinates Height of Masts
1 2 3 4 5 6
Gufuskálar189 kHz100kwH24645426N
235521W
1376 ft GND
(max elev. 1410 ft)
Eiðar207 kHz50kwH24652223N
142027W
740 ft GND
(max elev. 878 ft)

GEN 3.4.4.4 HF Communication

  1. HF communication services are provided by Iceland Radio.
  2. List of Iceland Radio HF frequencies and hours of service:

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


HF family C freq.
2872 KHz - 2100 - 0900 UTC
5649 KHz - H24
8879 KHz - H24
13306 KHz - 0900 - 2100 UTC


HF family D freq.
2971 KHz - 2100 - 0900 UTC
4675 KHz - H24
8891 KHz - H24
11279 KHz - H24
13291 KHz - 0900 - 2100 UTC
17946 KHz - 0900 - 2100 UTC

GEN 3.4.4.5 Satellite voice communication (SATVOICE)

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:

  1. Pilots shall operate SELCAL in accordance with GEN 3.4.4.10 or maintain a listening watch on the assigned HF frequency; and
  2. SATVOICE should be made to Iceland Radio rather than Reykjavik Control unless in case of emergency.
  3. Telephone short code at Iceland radio is 425105 and Reykjavík Control 425101 and 425103.

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

GEN 3.4.4.6 General Purpose VHF (GP VHF)

  1. The main purpose of General Purpose VHF in the NAT Region is to improve communication reliability, provide additional capacity to supplement HF families of frequencies, and provide static free communications.
  2. The coverage charts depicted in ENR 6.1 will assist pilots in determining the approximate areas where use of General Purpose VHF Communication Service may be available.
  3. In order to lessen the load on the HF frequencies, pilots are requested to use General Purpose VHF frequencies whenever possible. Several attempts to establish communication may be necessary upon entry into the GP VHF coverage area because of the possibility of being in the “fringe area” of reception. On exit, communications should be re- established on HF channels at the appropriate time, preferably before proceeding beyond normal
    GP VHF coverage.
  4. Normal SELCAL service is available on General Purpose VHF.
  5. In Reykjavík FIR/CTA the General Purpose VHF frequencies are 127.850 MHz primary
    and 129.625 and 126.550 MHz secondary, Callsign: ICELAND RADIO.

GEN 3.4.4.7 Controller/Pilot VHF

  1. Direct Controller/Pilot communications (DCPDC) utilizes a series of remotely controlled VHF stations.
  2. Direct Controller/Pilot communications are used to facilitate the application of reduced separation by the use of ATS Surveillance systems and/or short range navigation aids located in Iceland or the Faeroe Islands (VOR, DME, NDB).
  3. Direct Controller/Pilot communications service is provided in those portions of the East-, South- and West sectors that are within VHF range. Information on frequencies can be found in section ENR 2.1.

GEN 3.4.4.8 FANS 1/A ADS-C and CPDLC

  1. FANS 1/A ADS-C and CPDLC service is provided in the Reykjavik CTA, excluding FAXI TMA, as follows:
    1. In the whole airspace for aircraft that file Iridium (J7) and/or HF (J2) data link capability in Item 10a of the ICAO FPL.
    2. South of 82°N for aircraft that file Inmarsat (J5) data link capability in Item 10a of the ICAO FPL.
  2. The service is provided in accordance with the ICAO document 10037 “Global Operational Data Link (GOLD) Manual”.
  3. The FANS data link log-on address for the Reykjavik CTA is BIRD.
  4. For correct functioning of FANS data link the aircraft identification entered into the avionics must be precisely the same as that contained in the filed flight plan. This should be confirmed by the flight crew prior to log-on.
  5. Generally, when a CPDLC aircraft is operating in an airspace beyond the range of VHF voice communications, and CPDLC is available, then:
    1. CPDLC will be the primary means of communication, and
    2. Voice will be used as the alternative means of communication (for example, third party HF or SATVOICE).
    3. Aircraft that are equipped with both Inmarsat (J5) and Iridium (J7) data link capability shall use Iridium when north of 80N.
  6. In airspace with VHF coverage, an ATSU may provide CPDLC service as the primary means of communication to alleviate frequency congestion or to enable the use of automation associated with the use of CPDLC. In such airspace, VHF voice communication is the alternative means of communication for CPDLC aircraft.
  7. Clearance for descend via STAR into BIKF is now available through CPDLC. The phraseology used is: Descend via STAR to F100.
    There is however not a corresponding clearance for CPDLC. Therefore the CPDLC clearance with the same meaning is: “DESCEND VIA STAR. DESCEND TO AND MAINTAIN F100”.
  8. Reykjavik centre can only accept FANS data link log-on once co-ordination data has been received from the adjacent area and the flight plan has been activated in the Reykjavik Flight Data Processing System. The following list indicates how many minutes before reaching the Reykjavik CTA boundary a successful log-on with BIRD may be expected:

Entering Reykjavik CTA from:

Bodo:20 minutes (the connection is normally transferred automatically from Bodo to Reykjavik).
Edmonton:30 minutes (the connection is normally transferred automatically from Edmonton to Reykjavik).
Gander:20 minutes (the connection is normally transferred automatically from Gander to Reykjavik).
Murmansk:20 minutes if the aircraft is equipped with Irridum and/or HF data link. If the aircraft is only equipped with Inmarsat data link then log-on to BIRD after passing 82°N southbound.
Scottish Domestic:15 minutes (the connection is normally transferred automatically from Scottish to Reykjavik).
Shanwick Oceanic:30 minutes (the connection is
normally transferred automatically from Shanwick to Reykjavik).
 
Stavanger:15 minutes.

Departing from airports within the lateral limits of Reykjavik CTA:

Aircraft shall log-on after departure.

  1. The following ADS-C contracts are by default set up with each ADS-C capable aircraft that logs on to BIRD:
    1. a periodic contract with 14 minute reporting interval; and
    2. an event contract with the following characteristics:
      • waypoint change event; and
      • lateral deviation change event with a 5 NM threshold; and
      • altitude range change event with a 200 feet threshold dynamically updated with cleared level changes; and
      • vertical rate change event with a 5000 feet per minute descent threshold.

GEN 3.4.4.9 Oceanic Clearance Delivery via Data Link

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.

GEN 3.4.4.10 Communications

  1. All routine position reports must be transmitted via:
    1. ICELAND RADIO, (primary 127.850 MHz, secondary 129.625 and 126.550 MHz or HF Families B. C. D) which delivers them as other messages from aircraft, immediately and automatically as required to the relevant OACC´s, airline operators and MET offices; or.
    2. ADS-C waypoint reporting in accordance with procedures published in the ICAO document “Global Operational Data Link (GOLD) Manual, Doc 10037”.
  2. All aircraft within Reykjavík CTA/FIR that are not in direct Controller/Pilot communication are required to maintain listening watch, SELCAL or aural, with ICELAND RADIO on GP VHF primary 127.850 MHz, secondary 129.625 or 126.550 MHz or HF Families B. C. D.
    Note.- A SELCAL watch on the assigned radio frequency should be maintained, even in areas of the region where VHF coverage is available and used for air-ground communications.
  3. While in communication with REYKJAVÍK CONTROL or ICELAND RADIO for Oceanic Clearance, aircraft must also maintain communication with the ATC authority for the airspace within which they are operating.
  4. Pilots are reminded that messages transmitted on a Controller/Pilot frequency are received only by the controller and not distributed to airline operations or others. Messages transmitted to ICELAND RADIO are however distributed to all relevant OACC´s, including all other concerned.

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.

GEN 3.4.4.11 Communication Domestic VFR Flights

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.

GEN 3.4.4.12 Communication failure

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.

GEN 3.4.4.12.1 OAC Traversing Traffic

GEN 3.4.4.12.1.1 General

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.

GEN 3.4.4.12.1.2 Procedures to follow when unable to obtain an oceanic clearance using HF communications

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.

GEN 3.4.4.12.1.3 Communications failure prior to entering Reykjavik Oceanic Area

  1. If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, level and speed, if applicable, and proceed in accordance with the received and acknowledged oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed within the vicinity of the oceanic entry point.
  2. If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed, if applicable, as contained in the filed flight plan and proceed via the filed flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.

GEN 3.4.4.12.2 Communications failure prior to exiting Reykjavik Oceanic Area

GEN 3.4.4.12.2.1 Cleared on filed flight plan route

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.

GEN 3.4.4.12.2.2 Cleared on other than filed flight plan route

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.

GEN 3.4.4.12.2.3 The use of satellite voice communications (SATVOICE)

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.

GEN 3.4.4.12.3 Landing within NAT region:

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

GEN 3.4.4.12.4 Domestic flight

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

  1. If in visual conditions:
    1. Continue to fly in visual meteorological conditions; land at the nearest suitable aerodrome; and report its arrival by the most expeditious means to the appropriate air traffic services unit;
    2. If considered advisable, complete an IFR flight in accordance with 2.

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:

  • the time the last assigned level or minimum flight altitude is reached; or
  • the time the transponder is set to Code 7600; or
  • the aircraft's failure to report its position over a compulsory reporting point;

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.

GEN 3.4.4.12.5 Flying within CTR

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.