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).
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The text herafter is only in english.
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(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. |
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.
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(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.
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Guidance material: North Atlantic Operations and Airspace Manual (NAT Doc 007) and The Performance-based Navigation (PBN) Manual (ICAO Doc 9613).
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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 . |
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.
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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).
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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.
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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.
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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.
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(NAT Doc 007) |
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
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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.
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(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. |
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The following flights are permitted to flight plan to enter the NAT DLM airspace:
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Reykjavik applies lateral and longitudinal PBCS dependent separation minima for PBCS approved aircraft within BIRD CTA, see ENR 1.8.7.
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Coverage limitations to the service are:
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: RCP 240 and RSP 180 compliant aircraft operators must participate in the PBCS monitoring program. |
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.
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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. |
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(ICAO PANS ATM (Doc 4444), NAT Doc 007)
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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.
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(Maximum 7 alphanumeric characters and without hyphens or symbols).
INSERT: one of the following aircraft identifications, not exceeding 7 characters: |
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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. |
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. |
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. |
Capabilities comprise the following elements:
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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.
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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.
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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/ |
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. |
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).
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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.
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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. |
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Requirements for Flight Plans on random route segments
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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:
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Requirements for Flight Plans on random route segments at or south of 70N
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GENERAL:
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Requirements for Flight Plans departing/arriving at Keflavik or Reykjavik
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The following tables show the routing for departing flights from BIKF and BIRK:
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Note:
Waypoints BATOD and ANABI may be used to minimize rerouting when ITA-W and ITA-W High are reserved for special use.
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Note:
Waypoints BATOD and ANABI may be used to minimize rerouting when ITA-W and ITA-W High are reserved for special use.
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Requirements for Flight Plans on random route segments north of 70, and at or south of 80 degrees North
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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
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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.
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Requirements for Flight Plans on OTS
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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.
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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
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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.
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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. |
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/. |
Note -
Use of indicators not included under this item may result in data being rejected, processed incorrectly or lost.
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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
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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
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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. |
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. |
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. |
(ICAO PANS-ATM (DOC 4444) 4.11 and 4.12)
Controlled flights providing position information to Reykjavik OAC via ADS-C shall only provide voice position reports when requested, see ENR 1.3.3.3. |
(ICAO NAT Doc 007 Chapter 13)
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Although all possible contingencies cannot be covered, they provide for the more frequent cases, such as:
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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.
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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.
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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.
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Visual aid for understanding and applying the weather contingency procedures guidance
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(Regulation 787/2010 9.1; ICAO PANS-ATM, 4.5.4, 4.5.7 and 11.4.2.6.2)
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Lateral separation used at FL285 and below, in all cases the aircraft must be equipped with GNSS.
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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.
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Minimum vertical separation between aircraft, airspace reservations, and between airspace reservations and other aircraft shall be:
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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: |
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Aircraft operating along tracks through successive points situated on the southern boundary of Reykjavík FIR/CTA shall be provided with air traffic services by:
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Note -
See North Sea Area IV,
ENR 2.2.
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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. |
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. |
SLOP conforms to direction in the ICAO PANS-ATM, Doc 4444, 16.5 and is subject to the following guidelines:
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(ICAO Annex 6, Part I - Chapter 6, NAT DOC 007) General aviation aircraft shall:
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