ENR 0.6 Efnisyfirlit ENR 0 ENR 1 ALMENNAR ... - FlugmÃ¡lastjÃ³rn

30 MAY 2014 

AIP Iceland 

Flugmálahandbók - Ísland 

ENR 0.1 - 1 

30 MAY 2014 

ICELANDIC 

PART 2 - 

FLUGLEIÐIR 

EN-ROUTE 

ENGLISH 

ENR 0 

FORMÁLI OG LISTAR 

PREFACE AND LISTS 

ENR 0.1 

Formáli - á ekki við 

Preface - not applicable 

Útgefið af Isavia ohf. 

Published by Isavia Ltd. 

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Listi yfir uppfærslur Flugmálahandbókar - á ekki við 

Record of AIP amendments - not applicable 

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Listi yfir viðbætur við Flugmálahandbók - á ekki við 

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Checklist of AIP pages - not applicable 

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14 NOV 2014 

AIP Iceland 


ICELANDIC 

ENR 0.6 Efnisyfirlit hluta 2 

Table of Contents to Part 2 

ENR 0.6 - 1 

14 NOV 2014 

ENGLISH 

ENR 0 FORMÁLI OG LISTAR 

PREFACE AND LISTS 

ENR 0.1 Formáli - á ekki við 

Preface - not applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.1 - 1 

ENR 0.2 Listi yfir uppfærslur Flugmálahandbókar - á ekki við 

Record of AIP amendments - not applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.2 - 1 

ENR 0.3 Listi yfir viðbætur við Flugmálahandbók - á ekki við 

Record of AIP supplements - not applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.3 - 1 

ENR 0.4 Gátlisti Flugmálahandbókar - á ekki við 

Checklist of AIP pages - not applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.4 - 1 

ENR 0.5 Listi yfir handleiðréttingar Flugmálahandbókar - á ekki við 

List of hand amendments to the AIP - not applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.5 - 1 

ENR 0.6 Efnisyfirlit hluta 2 

Table of Contents to Part 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 0.6 - 1 



ENR 1.1.1 





















ALMENNAR REGLUR OG STARFSHÆTTIR 

GENERAL RULES AND PROCEDURES 

Almennar reglur 

General rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 1 

Almennt 

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 1 

Lágmarksflughæð 

Minimum safe altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 1 

Hlutum fleygt úr loftförum 

Dropping of objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 1 

Listflug 

Acrobatic flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 2 

Tog- og auglýsingaflug 

Towing and advertising flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 2 

Tíma- og mælieiningar 

Times and units of measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 2 

Samsetning loftrýma 

Airspace structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 3 

Bannsvæði og flughindranir 

Prohibited areas and flight restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 3 

Flugtök og lendingar 

Take-offs and landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 3 

Klifur loftbelgja, flugdreka, véldrifinna flugvélalíkana og annarra flugtækja 

Ascents of balloons, kites, self-propelled flying models and other flying bodies . . . . . . . . . . . . . ENR 1.1 - 3 

Flug fisa 

Microlight operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 4 

Flug yfir hljóðhraða 

Supersonic flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.1 - 4 

Sjónflugsreglur (VFR) 

Visual Flight Rules (VFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 1 

Almennt 


Sérlegt sjónflug 

Special VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 2 

VFR-flug sem fram fer milli sólarlags og sólaruppkomu 

VFR Flights between Sunset and Sunrise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 2 

VFR-flug skal ekki flogið: 

VFR flights shall not be operated: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 4 

Lágmarkshæð 

Minimum altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 4 

Fluglög 

Flight levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 5 

Nágrennisflug 

In the vicinity of controlled aerodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 5 

Breytt frá sjónflugi yfir í blindflug 

Change from VFR flight to IFR flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.2 - 5 



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AIP Iceland 


ENGLISH 

ENR 1.3 Blindflugsreglur 

Instrument Flight Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.3 - 1 

ENR 1.3.1 Reglur sem gilda um allt blindflug 

Rules applicable to all IFR flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.3 - 1 

ENR 1.3.2 Reglur um blindflug í flugstjórnarrými 

Rules applicable to IFR flights within controlled airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.3 - 1 

ENR 1.3.3 Reglur um blindflug utan flugstjórnarrýmis 

Rules applicable to IFR flights outside controlled airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.3 - 2 

ENR 1.4 Flokkun loftrýmis flugumferðarþjónustu 

ATS Airspace classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.4 - 1 

ENR 1.4.1 Flokkun loftrýmis 

Classification of airspaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.4 - 1 

ENR 1.5 Biðflugs-, aðflugs- og brottflugsstarfshættir 

Holding, Approach and Departure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.5 - 1 

ENR 1.5.1 Almennt 


ENR 1.5.2 Komuflug 

Arriving flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.5 - 1 

ENR 1.5.3 Brottflug 

Departing flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.5 - 2 

ENR 1.6 Kögunarþjónusta og starfshættir 

ATS Surveillance Services and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.6 - 1 

ENR 1.6.1 Frumratsjá 

Primary Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.6 - 1 

ENR 1.6.2 Svarratsjá og leiðsögubúnaðarháð kögun - útsendinga 

Secondary Surveillance Radar (SSR) and Automatic Dependent Surveillance Broadcast (ADS-B) ENR 1.6 - 

3 

ENR 1.7 Starfshættir varðandi stillingu hæðarmæla 

Altimeter Settings Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 1 

ENR 1.7.1 Inngangur 

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 1 

ENR 1.7.2 Grundvallar starfshættir 

Basic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 1 

ENR 1.7.3 Lýsing svæðis fyrir hæðarmælisstillingar 

Description of altimeter setting region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 3 

ENR 1.7.4 Starfshættir fyrir flugrekendur (þar með taldir flugmenn) 

Procedures applicable for operators (Including Pilots) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 3 

ENR 1.7.5 Töflur um farflugshæðir 

Tables of cruising levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.7 - 3 

ENR 1.8 Flugreglur og starfshættir flugumferðarþjónusta 

Rules of the air and air traffic services procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 1 

ENR 1.8.1 Flugreglur - eingöngu á ensku 

Flight rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 1 

ENR 1.8.2 Airspaces with special requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 2 

ENR 1.8.3 The Organised Track System (OTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 6 

ENR 1.8.4 Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 7 

ENR 1.8.5 Air-Ground Communications and in-Flight Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 18 

ENR 1.8.6 Radio Communication Failure in NAT Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 20 

ENR 1.8.7 Special Procedures for In - Flight Contingencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 21 

ENR 1.8.8 Air Traffic Control Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 24 

ENR 1.8.9 Separation of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 26 

ENR 1.8.10 Use of secondary Surveillance Radar (SSR) and Automatic Dependent Surveillance Broadcast (ADS-B) . . . 


ENR 1.8.11 Special Procedures Applicable in Designated Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 31 

ENR 1.8.12 Flight Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 32 

ENR 1.8.13 Air Traffic Services Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 33 

ENR 1.8.14 Alerting and Search and Rescue Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 33 

ENR 1.8.15 Use of Airborne Collision Avoidance Systems (ACAS II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.8 - 33 

ENR 1.9 Flæðisstjórn flugumferðarþjónustu 

Air Traffic Flow Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 1 

ENR 1.9.1 Almennt 


ENR 1.9.2 Skyldur CFMU 

Responsibilities of the CFMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 1 

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Skyldur flugumferðarþjónustu 

Responsibilities of the Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 1 

Skyldur flugrekstraraðila 

Responsibilities of Aircraft Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 2 

Brottfarir frá Íslandi sem fara inn í EUR svæðið 

Departures from Iceland entering the EUR region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 2 

ATFM Handbækur 

ATFM Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 3 

Heimilisföng 

Addresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.9 - 3 

Flugáætlanir 

Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.10 - 1 

Starfshættir við afhendingu flugáætlana 

Procedures For the submission of a flight plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.10 - 1 

Kerfi endurtekinna flugáætlana 

Repetitive flight plan system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.10 - 3 

Breytingar á áður útgefnum flugáætlunum 

Changes to a submitted flight plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.10 - 5 

Póstfang vegna skeyta er varða flugáætlanir 

Addressing of flight plan messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.11 - 1 

Einelti almennra loftfara 

Interception of civil aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.12 - 1 

Eineltisaðferðir 

Interception procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.12 - 1 

Ólögmæt afskipti 

Unlawful interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.13 - 1 

Almennt 

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.13 - 1 

Aðferðir 

Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.13 - 1 

Flugumferðaratvik 

Air traffic incidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.14 - 1 

Orðskýring á flugumferðaratviki 

Definition of air traffic incidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.14 - 1 

Notkun skýrsluforms flugumferðaratvika 

Use of the Air Traffic Incident Report Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.14 - 2 

Verklag um tilkynningar flugslysa og flugatvika (ásamt starfsháttum í flugi) 

Reporting procedures (including in-flight procedures) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.14 - 2 

Ástæða fyrir tilkynningu og meðhöndlun formsins 

Purpose of reporting and handling of the form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 1.14 - 5 

LOFTRÝMI FLUGUMFERÐARÞJÓNUSTU 

AIR TRAFFIC SERVICES AIRSPACE 

FIR, CTA, TMA, ATZ og CTR 

FIR, CTA, TMA, ATZ and CTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 2.1 - 1 

Önnur stjórnuð loftrými 

Other Regulated Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 2.2 - 1 

Almennt 


Ábyrgð á veitingu flugumferðarþjónustu afhent frá Íslandi til Stóra-Bretlands 

Responsibility for the provision of ATS delegated from Iceland to United Kingdom . . . . . . . . . . ENR 2.2 - 1 

Ábyrgð á veitingu flugumferðarþjónustu afhent frá Stóra-Bretlandi til Íslands 

Responsibility for the provision of ATS delegated from United Kingdom to Iceland . . . . . . . . . . ENR 2.2 - 1 

FLUGÞJÓNUSTULEIÐIR 

ATS ROUTES 

Lægri flugþjónustuleiðir 

Lower ATS routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.1 - 1 

Efra flugþjónusturými 

Upper ATS routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.2 - 1 

Flugleiðir svæðisleiðsögu (RNAV) 

Area Navigation (RNAV) Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.3 - 1 

Þyrluleiðir 

Helicopter routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.4 - 1 



AMDT 066

14 NOV 2014 


14 NOV 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 



















Aðrar flugleiðir 

Other routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.5 - 1 

Biðflug á flugleiðum 

En-route holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 3.6 - 1 

FLUGLEIÐSÖGUVIRKI 

RADIO NAVIGATION AIDS/SYSTEMS 

Flugleiðsögubúnaður flugleiða (og aðfluga, NDB / Locator / VOR / ILS) 

Radio navigation aids - enroute (and approaches, NDB / Locator / VOR / ILS) . . . . . . . . . . ENR 4.1 - 1 

Sérstök leiðsögukerfi 

Special navigation systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 4.2 - 1 

Gervihnattaleiðsögukerfi (GNSS) 

Global Navigation Satellite System (GNSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 4.3 - 1 

Merkikóði kennimerkja fyrir leiðarmið 

Name-code designators for significant points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 4.4 - 1 

Flugvallarljósvitar 

Aeronautical Ground Lights - EN-Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 4.5 - 1 

FLUGLEIÐSÖGUVIÐVARANIR 

NAVIGATION WARNINGS 

Bann-, hafta- og hættusvæði 

Prohibited, restricted and danger areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.1 - 1 

Heræfinga- og herþjálfunarsvæði 

Military Exercise and training Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.2 - 1 

Önnur hættuleg starfsemi og aðrar hugsanlegar hættur 

Other activities of a dangerous nature and other potential hazards . . . . . . . . . . . . . . . . . . ENR 5.3 - 1 

Önnur hættuleg starfsemi 

Other activities of a dangerous nature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.3 - 1 

Aðrar hugsanlegar hættur 

Other potential hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.3 - 1 

Hindranir á flugleiðum 

Air navigation obstacles - en-route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.4 - 1 

Flugleiðsöguhindranir 

Air Navigation Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.4 - 1 

Flugíþrótta- og tómstundastarfsemi 

Aerial sporting and recreational activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.5 - 1 

Farfuglar og svæði með viðkvæmu dýralífi 

Bird migration and areas with sensitive fauna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 5.6 - 1 

ENR 6 FLUGLEIÐAKORT 

EN-ROUTE CHARTS 

ENR 6.1 LISTI YFIR FLUGLEIÐAKORT 

LIST OF EN-ROUTE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6-1 - 1 

ENROUTE CHART - ICAO (FL UNL/GND) ICELAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 3 

ENROUTE CHART - ICAO Reykjavik Control Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 5 

ENROUTE CHART - ICAO Reykjavik Control Area - West Greenland Insert. F195-F285 . . . . . . . . . . . . . . ENR 6.1 - 7 

RVSM / MNPS Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 9 

VHF/ UHF Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 11 

Theoretical Radio and Radar Coverage chart for FL 300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 13 

GP VHF A/G Communications Coverage in Reykjavik CTA at FL 100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENR 6.1 - 15 



AMDT 066 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 




ALMENNAR REGLUR OG STARFSHÆTTIR 

GENERAL RULES AND PROCEDURES 

Almennar reglur 

General rules 

Almennt 

General 

Starfsreglur og starfshættir, sem notaðir eru við 

flugumferðarstjórn í Reykjavík FIR/CTA, eru í samræmi við 

reglugerðir 770/2010, 787/2010, Annex 2 og 11 eins og þeir 

eru samþykktir af Alþjóðaflugmálastofnuninni hvað varðar 

flugreglur og flugumferðarþjónustu svo og 

viðaukastarfshætti sem gilda á Norður-Atlantshafi. 

Sjá GEN 3.3 fyrir almennar upplýsingar um ATS. 

Endurprentun í heild sinni á viðaukastarfsháttum, sem 

gefnir eru út í ICAO Doc 7030, eru í ENR 1.8. 

The air traffic rules and procedures applicable to air traffic 

in Reykjavík FIR/CTA conform with regulations 770/2010, 

787/2010, Annexes 2 and 11 to the Convention on 

International Civil Aviation and to those portions, applicable 

to aircraft, of the Procedures for Air Navigation Services - 

Rules of the Air and Air Traffic Services, and the Regional 

Supplementary Procedures applicable to the NAT Region. 

See section GEN 3.3 for general information on Air Traffic 

Services (ATS) Provision. 

See section ENR 1.8 for a full reprint of Supplementary 

Information published in ICAO Doc 7030. 


Lágmarksflughæð 

Minimum safe altitude 

Loftförum skal ekki flogið neðan lágmarksflughæða nema 

við flugtök og lendingar. Haga skal flugi þannig að það 

skapi ekki ónauðsynlegan hávaða né hættu fyrir fólk og 

eignir komi til nauðlendingar. Lágmarkshæð yfir borgum, 

öðrum þéttbýlum svæðum og yfir útisamkomum skal vera 

að minnsta kosti 1 000 fet (300 m) yfir hæstu hindrun innan 

600 m fjarlægðar frá loftfarinu og annars staðar að minnsta 

kosti 500 fet (150 m) yfir láði eða legi. Svifflugum og 

loftbelgjum má fljúga neðar en 500 fet (150 m) ef nauðsyn 

krefur og ef engin hætta steðjar að fólki eða eignum. 

Loftförum skal ekki flogið undir brýr eða önnur álíka 

mannvirki né undir loftlínur og loftnet. 

Flugmálayfirvöld geta veitt undanþágu fyrir framkvæmd á 

flugi í sérstökum tilgangi. 

Aircraft shall not be flown below the minimum safe altitude 

except when necessary for take-off and landing. The 

minimum safe altitude is the altitude at which neither an 

unnecessary noise disturbance nor unnecessary hazards 

to persons and property in the event of an emergency 

landing are to be feared; however, over cities, other 

densely populated areas and assemblies of persons, this 

altitude shall be at least 1 000 ft (300 m) above the highest 

obstacle within a radius of 600 m, and elsewhere at least 

500 ft (150 m) above ground or water. Gliders and balloons 

may be operated below an altitude of 500 ft (150 m) if 

necessary for the kind of operation and if danger to persons 

and property is not to be feared. Aircraft shall not be flown 

below bridges and similar constructions nor below 

overhead lines, and antennas. For flights conducted for 

special purposes, the local aeronautical authority may 

grant exemptions. 


Hlutum fleygt úr loftförum 

Dropping of objects 

Bannað er að fleygja eða úða hlutum eða öðrum efnum úr 

loftfari. Þetta á ekki við um kjölfestu í formi vatns eða 

fíngerðs sands, eldsneytis, dráttarreipis, dráttarborða eða 

álíka hluta sé þeim sleppt eða losað þar sem engin hætta 

er fyrir fólk eða eignir. Ef fólki eða eignum stafar engin 

hætta af getur viðkomandi flugmálayfirvald veitt undanþágu 

frá þessu valdboði. 

The dropping or spraying of objects or other substances out 

of or from aircraft is prohibited. This does not apply to 

ballast in the form of water or fine sand, fuel, tow ropes, tow 

banners and similar objects if dropped or discharged at 

places where no danger to persons or property exists. The 

local aeronautical authority may grant exemptions to the 

interdiction if no danger to persons or property exists. 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Listflug 

Acrobatic flying 

Listflug eru aðeins leyfð í sjónflugsskilyrðum og með skýru 

samþykki þeirra sem um borð eru. Listflug er bannað í 

lægri hæð en 1 500 fetum (450 m) svo og yfir borgum, 

öðrum þéttbýlum svæðum, útisamkomum og flugvöllum. 

Sækja skal um undanþágur frá ofangreindu til 

Samgöngustofu. 

Sími: 480 6000 

Netfang: fly@icetra.is 

Acrobatic flights are only permitted in visual meteorological 

conditions and with the explicit consent of all persons on 

board. Acrobatic flights are prohibited at altitudes of less 

than 1 500 ft (450 m) as well as over cities, other densely 

populated areas, assemblies of persons, and airports. 

Applications for exemptions from above shall be directed to 

the Icelandic Transport Authority. 

Tel: 480 6000 

Email: fly@icetra.is 


Tog- og auglýsingaflug 

Towing and advertising flights 

Auglýsingaflug, sem draga á eftir sér hluti, þurfa leyfi frá 

flugmálayfirvöldum viðkomandi staðar. 

Aðeins skal leyfið veitt ef: 

a. flugmaðurinn hefur réttindi til slíks flugs; 

b. loftfarið er útbúið leiðréttum þrýstirita til að skrá 

flughæðir á meðan á flugi stendur; 

c. að í fylkingarflugi séu ekki fleiri en þrjú loftför í 

áætluðu flugi en í slíkum tilfellum verði fjarlægð 

aldrei minni en 60 m frá hlutnum, sem dreginn er, og 

loftfars, sem dregur það, og annars sem er á eftir því 

svo og á milli loftfara; 

d. lagaleg skaðabótaskyldutrygging sé einnig 

augljóslega fyrir hendi vegna togs á hlutum. 

Ofangreint á við um tog á hlutum til auglýsinga en 

undirgrein nr. 2. á ekki við verkflug þyrlna. Ekki þarf leyfi til 

togs á svifflugum þar sem að réttindi til togs nægja. 

Stjórnvald, sem veitir leyfið, getur sett kvaðir ef um öryggi 

almennings er að ræða og alveg sérstaklega vegna 

hávaðamildunar. Stjórnvaldið getur krafist hærri 

lágmarksflughæða og lagt á tímamörk. 

Þegar auglýsingin er aðeins áletruð á loftfarið þarf ekki leyfi 

fyrir slíkt flug. Bönnuð eru auglýsingaflug sem nota 

hljóðvarpa. 

Advertising flights with towed objects require permission 

from the aeronautical authority. 

Permission shall be granted only if: 

a. the pilot holds the rating for towing; 

b. the aircraft is equipped with a calibrated barograph 

for recording altitudes during flight 

c. during the proposed flight not more than three 

aircraft are flying in formation, in which case a 

distance of at least 60 m shall be maintained both 

between the towed object of the preceding aircraft 

and the following aircraft, as well as between the 

aircraft; 

d. the legal liability insurance also explicitly covers the 

towing of objects. 

The above applies to the towing of objects for advertising 

purposes and subpara. 2. does not apply to aerial work of 

rotorcraft. Towing of gliders does not require permission, as 

the rating for towing will suffice. 

For reasons of public safety or order and in particular for 

noise abatement, the authority granting permission may 

impose conditions. This authority may assign higher 

minimum safe altitudes and impose time limitations. 

Advertising flights, where advertising consists only of 

inscriptions on the aircraft, do not require permission. 

Flights for advertising with acoustical means are prohibited. 


Tíma- og mælieiningar 

Times and units of measurement 

Máltími (UTC) og auglýstar mælieiningar skulu notaðar við 

flugstarfsemi. Innanríkisráðherra mun ákvarða 

mælieiningar þær sem nota skal og verða þær gefnar út í 

Flugmálahandbókinni (AIP) í GEN 2.1. 

Co-ordinated Universal Time (UTC) and the prescribed 

units of measurement shall be applied to flight operations. 

The Minister of the Interior will establish the units of 

measurement to be used and they will be published in the 

Aeronautical Information Publication (AIP) Section GEN 

2.1. 




22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 


Samsetning loftrýma 

Airspace structure 

Samgöngustofa ákveður flokkun loftrýmis á grundvelli 

þeirrar flokkunar sem lýst er í ENR 1.4. 

Flugumferðarþjónustan getur bannað VFR-flug algjörlega 

eða að hluta í stjórnuðu loftrými vegna takmarkana í rými 

og tíma ef nauðsyn krefur vegna mikillar umferðar sem 

krefst flugumferðarstjórnar. 

The Icelandic Transport Authority establishes the 

classification of airspace on the basis of the classification 

described in ENR 1.4. 

Within controlled airspace VFR flights may be prohibited 

completely or partly by the air traffic services with regard to 

limitation of space and time if urgently required by the 

degree of intensity of air traffic subject to air traffic control. 


Bannsvæði og flughindranir 

Prohibited areas and flight restrictions 

Ef nauðsyn krefur ákveður innanríkisráðherra bann- og 

haftasvæði til að draga úr hættu fyrir almenning og 

sérstaklega til öryggis fyrir flugumferð. Svæði þessi er að 

finna í AIP. 

The Minister of the Interior establishes prohibited and 

restricted areas, if necessary, for the prevention of danger 

to public safety or order, especially for the safety of air 

traffic. The areas concerned are published in the AIP. 


Flugtök og lendingar 

Take-offs and landings 

Mælt er með því að loftför sem hyggjast nota lendingar/ 

flugtakssvæði önnur en flugvelli samþykkta af 

Samgöngustofu taki mið af AIC B 03/2007 varðandi 

yfirborð og hindranafleti. 

It is recommended that aircraft planning to use landing/ 

take-off sites, other than airports approved by the Icelandic 

Transport Authority, use the AIC B 03/2007 (published in 

Icelandic only) as guidance material regarding the surface 

and obstruction areas. 


Klifur loftbelgja, flugdreka, véldrifinna flugvélalíkana og annarra flugtækja 

Ascents of balloons, kites, self-propelled flying models and other flying bodies 

Leyfi þarf frá flugyfirvöldum fyrir klifri á mönnuðum frjálsum 

loftbelgjum ef klifur fer fram utan leyfilegra flugvalla. 

Klifur loftbelgja í festireipi er aðeins leyft ef samþykki 

flugyfirvalda er fyrir hendi. Sams konar samþykki þarf fyrir 

flugdreka ef þeim er flogið með bandi sem er lengra en 300 

fet (100 m). Klifur flugdreka innan hindranaflata flugvalla 

svo og innan 3 km fjarlægðar frá svæðamörkum flugvalla 

og svifflugvalla er bannað. Flugyfirvöld geta veitt 

undanþágur. 

Þar sem leyfi þarf fyrir klifri loftbelgja með festireipi og 

flugdreka skal festireipi þeirra merkt á 300 feta (100 m) 

millibili með rauðu/hvítu flaggi að degi til og með rauðu og 

hvítu ljósi að nóttu á þann hátt að þau séu þekkjanleg 

loftförum úr öllum áttum. 

Ekki þarf leyfi til klifurs flugvélalíkana, sem eru 5 kg eða 

minni að heildarþyngd, þó með þeirri undantekningu ef þau 

eru knúin áfram af eldflaugum. Flugvélalíkönum með 

brunahreyflum skal ekki flogið innan 1,5 km fjarlægðar frá 

íbúðarhúsasvæðum nema flugmálayfirvöld hafi samþykkt 

það. Sama gildir um öll flugvélalíkön sé þeim flogið innan 

við 1,5 km frá svæðamörkum flugvalla. Samþykki 

flugumferðarþjónustudeilda þarf fyrir öll flug flugvélalíkana 

innan flugvallasvæða. 

The ascent of a manned free balloon outside an aerodrome 

admitted for balloon ascents requires permission from the 

aeronautical authority 

The ascent of captive balloons is permitted only with the 

consent of the aeronautical authority. For kites, this 

consent is required if they are held by a rope of more than 

300 ft (100 m) in length. Kite ascents within the obstruction 

zone of airports as well as within a distance of less than 3 

km from the boundary of airfields and gliding sites are 

prohibited. The aeronautical authority may grant 

exemptions. 

The mooring rope of captive balloons and kites, the ascent 

of which requires permission, shall be marked, at spacings 

of 300 ft (100 m), by red/white flags during the day, and by 

red and white lights at night, in such a manner that it is 

recognizable to other aircraft from all directions. 

The ascent of flying models of less than 5 kg total weight 

requires no permission, with the exception of rocket 

propelled models. The operation of flying models with 

combustion engines within a distance of less than 1.5 km 

from housing areas is permitted only with the consent of the 

aeronautical authority. The same applies to flying models of 

all types within a distance of less than 1.5 km from the 

boundary of aerodromes. The operation of all types of flying 

models on aerodromes is permitted only with the consent 

of the air traffic services 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Flug fisa 

Microlight operations 

Fisi má einungis fljúga í samræmi við reglugerð um fis og 

eftirtalin skilyrði: 

a. sjást skal til jarðar; 

b. fljúga skal á tímabilinu frá sólaruppkomu til sólarlags 

(sólarmiðja 6 gráður fyrir neðan sjóndeildarhring); 

c. óheimilt er að fljúga fisum yfir þéttbýl svæði borga, 

bæja eða sumarhúsabyggð eða yfir svæði þar sem 

mikill mannfjöldi er saman kominn; 

d. óheimilt er að fljúga fisi þannig að mönnum og 

verðmætum geti stafað hætta af og jafnframt er 

óheimilt að varpa eða dreifa hlutum úr fisi ef það 

getur valdið hættu fyrir menn og verðmæti utan 

þess; og 

e. óheimilt er að fljúga fisum í flugstjórnarrými nema að 

fengnu leyfi hlutaðeigandi veitanda flugumferðarþjónustu. 

Óheimilt er að fljúga fisum innan 

5 mílna radíuss flugvalla með flugumferðarþjónustu 

nema að höfðu samráði við 

flugumferðar-þjónustudeild, flugvallarvörð eða 

flugradíómann. Upplýsingar um skiptingu loftrýmis 

er að finna í ENR 2.1. 

Athugið sérreglur fyrir flug fisa í flugstjórnarsviði 

Reykjavíkurflugvallar sjá BIRK AD 2 og í 

flugstjórnarsviði Keflavíkurflugvallar sjá AD BIKF 2.20.6 og 

í flugstjórnarsviði Akureyrarflugvallar, sjá AD BIAR 2.23.1. 

Microlight flying is only allowed in accordance with 

regulation on microlight procedures and the following 

conditions: 

a. the pilot has visual contact with the ground; 

b. from sunrise to sunset; 

c. flying over cities, other densely populated areas and 

assemblies of persons is prohibited; 

d. flying so as it will cause danger to people or property 

is prohibited, dropping or distributing objects or 

other substances from microlight causing danger to 

people or property is prohibited; 

e. flying within controlled airspace is only allowed with 

special approval from the appropriate ATS 

authority. Flying within 5 NM radius of an aerodrome 

with ATS service requires coordination with the ATS 

service at that aerodrome. Information on air traffic 

service airspace: ENR 2.1. 

Special procedures for microlight operations within BIRK 

CTR: BIRK AD 2 and within BIKF CTR: AD BIKF 2.20.6 

and within BIAR CTR: AD BIAR 2.23.1. 


Flug yfir hljóðhraða 

Supersonic flight 

Flug yfir hljóðhraða er bannað innan íslensks 

yfirráðasvæðis eftir því sem hér segir: 

a. Yfir landi og innan 12 sjómílna frá grunnlínum 

landhelginnar, undir fluglagi 300. 

b. Yfir hafi utan 12 sjómílna, undir fluglagi 150. 

Á þeim svæðum sem bannið nær ekki til skal flug yfir 

hljóðhraða fara fram í samræmi við heimild og skilyrði 

viðkomandi flugumferðarþjónustudeildar. Sækja má um 

tímabundna undanþágu frá banninu vegna flugs utan 

þessara marka til Samgöngustofu enda sé það gert með 

hæfilegum fyrirvara. 

Supersonic flight is prohibited within BIRD FIR as follows: 

a. Over land and within 12 NM from the base line of the 

Icelandic territorial waters, below FL300. 

b. Over sea outside 12 NM, below FL150. 

In other areas supersonic flight is subject to a clearance 

and the requirements of the appropriate ATS unit. 

Temporary exemptions are possible provided an 

application is sent to the Icelandic Transport Authority in 

advance. 

AMDT 065 



04 APR 2014 

AIP Iceland 


ICELANDIC 


04 APR 2014 

ENGLISH 



Sjónflugsreglur (VFR) 

Visual Flight Rules (VFR) 

Almennt 

General 

Allt sjónflug, nema sérlegt sjónflug, skal háð þeim skilyrðum 

um skyggni og fjarlægð frá skýjum sem jöfn eru eða 

strangari en um getur í eftirfarandi töflu: 

Except when operating as a special VFR flight, VFR flights 

shall be conducted so that the aircraft is flown in conditions 

of visibility and distance from clouds equal to or greater 

than those specified in the following Table: 

Hæðarbil / 

Altitude band 

Flokkur loftrýmis / 

Airspace class 

Flugskyggni / 

Flight visibility 

Fjarlægð frá skýjum / 

Distance from cloud 

Í og ofar FL 100 / 

At and above FL 100 

Undir FL 100 og ofar en 3.000 fet 

AMSL, eða ofar en 1.000 fet yfir 

landi, hvort sem hærra er / 

Below FL100 and above 3 000 ft 

AMSL, or above 1 000 ft above 

terrain, whichever is the higher 

Í og undir 3.000 fetum AMSL, eða 

1.000 fetum yfir landi, hvort sem 

hærra er / 

At and below 3 000 ft AMSL, or 

1 000 ft above terrain, whichever is 

the higher 

A**B C D E F G 8 km 1.500 m lárétt 

1.000 fet lóðrétt / 

1 500 m horizontally 

300 m vertically 

A** B C D E F G 5 km 1.500 m lárétt 



1 000 ft vertically 

A**B C D E 5 km 1.500 m lárétt 



1 000 ft vertically 

F G 5 km* Laus við ský og sér til jarðar / 

Clear of cloud and with the surface in 

sight 

* Loftförum í A- og B-flokki er heimilt að degi til að fljúga við 

skyggni allt niður í 3 km ef flogið er á 140 kt IAS eða minna. 

Þyrlum er heimilt að fljúga við 800 m flugskyggni í loftrými í 

flokki G að degi til, ef flogið er svo hægt, að nægur tími 

gefist til að fylgjast með annarri umferð eða hindrunum til að 

afstýra árekstri. 

** VMC lágmarkið er sett í loftrými A til leiðbeiningar fyrir 

flugmenn og á ekki að gefa til kynna að VFR-flug sé 

samþykkt í loftrými A. 

* Aircrafts in categories A and B may fly, during hours of 

daylight, when flight visibility is reduced to 3 km, at speeds 

of 140 kts IAS or less. 

Helicopters may operate in 800 m flight visibility in class G, 

if manoeuvred at a speed that will give adequate 

opportunity to observe other traffic or any obstacles in time 

to avoid collision 

** The VMC minima in Class A airspace are included for 

guidance to pilots and do not imply acceptance of VFR 

flights in Class A airspace. 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Sérlegt sjónflug 

Special VFR 

Loftfar á sjónflugi má ekki lenda á né hefja flug frá 

stjórnuðum flugvelli, sem hefur flugstjórnarsvið, né heldur 

koma inn í umferðarhring hans án heimildar fyrir sérlegt 

sjónflug frá viðkomandi flugumferðarþjónustudeild þegar: 

1. skýjahæð er lægri en 1 500 fet eða 

2. vallarskyggni er minna en 5 km 

Except when a clearance for special VFR flight is obtained 

from an air traffic control unit, VFR flights shall not take-off 

or land, at controlled aerodromes within a control zone, or 

enter the aerodrome traffic circuit: 

1. the ceiling is less than 1 500 ft (450 m); or 

2. the ground visibility is less than 5 km 

ENR 1.2.2.1 

Veðurskilyrði 

Weather conditions 

Veðurskilyrði fyrir sérlegt sjónflug eru; flugvallarskyggni að 

lágmarki 1.5 km fyrir flugvélar í flokki A og B sem fljúga á 

sýndum flughraða 140 kt eða minna. 

Meteorological conditions for special VFR are: Aerodrome 

visibility at least 1.5 km for aircraft in category A and B 

operating at a speed 140 kt IAS or less. 


Skyggni 

Visibility 

Heimild fyrir sérlegt sjónflug er aðeins heimild til að fljúga 

við skyggni allt niður í 1.5 km og ekki er tiltekin fjarlægð frá 

skýjum en er ekki undanþága frá lágmarkshæðum. 

Authorization for special VFR is only permission to operate 

in visibility of a least 1.5 km and at less distance from 

clouds but is not an exception from minimum altitudes. 


VFR-flug sem fram fer milli sólarlags og sólaruppkomu 

VFR Flights between Sunset and Sunrise 

Sjónflug sem fram fer innan skilgreindra marka næturflugs 

skal hagað samkvæmt skilyrðum í þessum kafla. 

VFR flights between sunset and sunrise shall be conducted 

in accordance with the guidance contained in this section. 


Undanþágur 

Exceptions 

Undanþágur eru veittar fyrir: 

a. björgunar- og leitarflug; 

b. æfingaflug fyrir björgunar- og leitarflug; 

c. landhelgisgæsluflug; 

d. sjúkra- og neyðarflug. 

Exceptions from these rules are for: 

a. Search and Rescue flights; 

b. exercise flights for Search and Rescue; 

c. Coast Guard flights; 

d. ambulance and emergency flights. 

AMDT 063 



22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 


ENR 1.2.3.2.1 

Almennt 

General 

Flugáætlun 

Flight plan 

Flugáætlunum skal skila til flugstjórnardeilda Akureyrar, 

Keflavíkur eða Reykjavíkur fyrir allt sjónflug að nóttu. 

Flight plans for VFR flights at night shall be submitted to the 

air traffic services units at Akureyri, Keflavík or Reykjavík. 


Bann að nóttu 

Restrictions 

Vaktstjóri í flugstjórnarmiðstöð getur bannað sjónflug að 

nóttu á ákveðnum svæðum án fyrirvara 

The supervisor in the Reykjavík Centre can, without prior 

notice, exempt VFR flights during night from certain areas. 



Kröfur um búnað og hæfni 

Minimum Equipment and Qualification 


Flights in the vicinity of an aerodrome 

(Innan 15NM frá upplýstum flugvöllum enda sé ætíð 

óhindruð sjónlína frá loftfari til flugvallar) 

a. Réttindi: 

A.m.k. einkaflugmaður með áritun fyrir sjónflug að 

nóttu. 

b. Búnaður loftfars: 

Í samræmi við reglur og reglugerðir ICAO um 

almannaflug. 

c. Veður: 

Skýjahæð a.m.k. 2 000 fet yfir hæstu hindrun að 

mati Veðurstofu Íslands. 

Ath.: Upplýstur flugvöllur er flugvöllur með föst brautarljós 

sem loga. 

(Unobscured flight visibility from the aircraft to the 

aerodrome and operating within 15 NM from an illuminated 

aerodrome) 

a. Qualification: 

At least private pilot license with endorsement for 

VFR at night. 

b. Aircraft's Equipment: 

In accordance with ICAO Standards for General 

Aviation. 

c. Weather: 

Ceiling at least 2 000 ft above the highest obstacles, 

as assessed by the Meteorological Office in 

Reykjavík. 

Note: Illuminated aerodrome is an aerodrome with fixed 

runway-lights which are lit. 


Takmarkað landflug 

Limited Cross Country Flight 

(Milli upplýstra flugvalla innan 30 NM frá hvor öðrum). 

a. Réttindi: 

A.m.k. einkaflugmannspróf með áritun fyrir sjónflug 

að nóttu. 



almannaflug. 

c. Veður: 

Skýjahæð a.m.k. 2 000 fet yfir hæstu hindrun á 

áætlaðri flugleið að mati Veðurstofu Íslands. 

(Between illuminated aerodromes not more than 30 NM 

apart) 


At least private pilot license with endorsement for 

VFR at night. 



Aviation. 

c. Weather: 

Ceiling at least 2 000 ft above the highest obstacles 

en-route, as assessed by the Meteorological Office 

in Reykjavík. 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Landflug 

Cross Country Flight 

a. Réttindi: 

Lágmark: blindflugsáritun. 



almannaflug. 

c. Veður: 

Skýjahæð a.m.k. 2 000 fet yfir hæstu hindrun á 

áætlaðri flugleið og skýjahula 4/8 eða minni að mati 

Veðurstofu Íslands 

Ath. 1: Flugskyggni skal vera að minnsta kosti 8 km í 

sjónflugi að nóttu. 

Ath. 2: VFR-lágmörk fyrir láréttar og lóðréttar fjarlægðir 

loftfars frá skýjum, sem gilda innan flugstjórnarrýmis, skulu 

að næturlagi jafnframt gilda utan þess. 

Ath. 3: Loftfar telst í nánd flugvallar þegar það er í, er að 

koma inn í, eða er að fara út úr umferðarhring hans. 

Ath. 4: Sjónflug að nóttu innan íslensks flugstjórnarrýmis er 

aðeins heimilað loftförum sem hafa rautt blikkandi 

varúðarljós (anti-collision light) og/eða hvít leifturljós við 

vængenda og stél eða komið fyrir á annan viðurkenndan 

hátt, samkvæmt Annex 2. 


Minimum: IFR endorsement. 



Aviation. 

c. Weather: 

Ceiling at least 2 000 ft above the highest obstacle 

and the sky is not covered with more clouds than 4/ 

8 along the route to be flown, as assessed by the 

Meteorological Office in Reykjavik. 

Note 1: The flight visibility shall never be less than 8 km 

during VFR flight at night. 

Note 2: Vertical and horizontal VFR minimum distances 

from clouds within controlled airspace are also valid for 

VFR flights during night in uncontrolled airspace. 

Note 3: An aircraft is considered to be in the vicinity of an 

aerodrome when it is within, arriving or departing the 

aerodrome traffic circuit. 

Note 4: VFR flights at night within Icelandic controlled 

airspace are only permitted for aircraft which carry red anticollision 

light and/or white flashing lights which are situated 

at the wingtips or the tail of the aircraft or placed elsewhere 

in accordance with Annex 2. 


VFR-flug skal ekki flogið: 

VFR flights shall not be operated: 

a. í eða fyrir ofan fluglag 200; 

b. nálægt hljóðhraða eða hraðar. 

a. at or above FL 200; 

b. at transonic and supersonic speed. 


Lágmarkshæð 

Minimum altitude 

Ekki má fljúga sjónflug nema nauðsynlegt sé við flugtök og 

lendingar eða með sérstöku leyfi Samgöngustofu: 

a. yfir þéttbýlum hlutum borga, bæja eða þorpa eða yfir 

útisamkomum í minni hæð en 1 000 fetum (300 m) 

yfir hæstu hindrun innan 600 m fjarlægðar frá 

loftfarinu, 

b. annars staðar en getið er í a. lið þessarar greinar, í 

minni hæð en 500 fetum (150 m) yfir láði eða legi. 

Ath. 1: Flugmenn skulu leggja inn flugáætlanir í samræmi 

við ENR 1.10.1. 

Ath. 2: Veðurlágmörk til VFR-flugs um flugvelli sem ekki 

hafa flugstjórnarsvið eru: 

a. vallarskyggni 3 km; 

b. skýjahæð til flugtaks 700 fet yfir flugvelli. 

Except when necessary for take-off and landing, or by 

permission from the the Icelandic Transport Authority, 

a VFR flight shall not be flown: 

a. over the congested areas of cities, towns or 

settlements or over an open-air assembly of 

persons, at a height less than 1 000 ft (300 m) 

above the highest obstacle within a radius of 600 m 

from the aircraft. 

b. elsewhere than specified in a. above at a height less 

than 500 ft (150 m) above ground or water. 

Note 1: VFR pilots shall file a flight plan in accordance with 

ENR 1.10.1. 

Note 2: The VFR weather minima for take-offs at 

uncontrolled aerodromes is: 

a. ground visibility 3 km; 

b. ceiling 700 feet above the aerodrome. 

AMDT 065 



04 APR 2014 

AIP Iceland 


ICELANDIC 


04 APR 2014 

ENGLISH 


Fluglög 

Flight levels 

Loftfar í láréttu VFR-flugi, ofar 3 000 fetum yfir láði eða legi, 

skal fljúga í lagi miðað við flugstefnu samanber töflu um 

farflugshæðir í ENR 1.7.5, nema þegar annað er tekið fram 

í flugheimild. 

Ath.: Lag er almennt hugtak sem varðar lóðrétta stöðu 

loftfars á flugi og á ýmist við hæð, flughæð eða fluglag. 

Sjá ENR 1.7 Starfshættir varðandi stillingu hæðarmæla. 

Except where indicated in air traffic control clearances, 

VFR flights in level cruising flight when operated above 

3 000 feet from the ground or water, shall be conducted at 

a cruising level appropriate to the track as specified in the 

table of cruising levels in ENR 1.7.5. 

Note: Level is generic term to the vertical position of an 

aircraft in flight and meaning variously, height, altitude or 

flight level. See ENR 1.7 Altimeter Settings Procedures. 



In the vicinity of controlled aerodrome 

VFR-loftför í námunda við flugvöll þar sem veitt er 

flugturnsþjónusta, eða sem um er getið hér að neðan, skulu 

fara eftir fyrirmælum í ICAO Annex 2, grein 3.6, þegar: 

a. flogið er í loftrými í flokkum B, C, og D; 

b. flugið fer fram í flugstjórnarsviði; 

c. flogið er sérlegt sjónflug (Special VFR). 

VFR flights in the vicinity of controlled aerodromes shall 

comply with the provisions of ICAO Annex 2, para 3.6, or 

as indicated below: 

a. when operated in Classes B, C, and D airspaces; 

b. when forming part of aerodrome traffic at controlled 

aerodromes; 

c. when operated as special VFR. 


Breytt frá sjónflugi yfir í blindflug 

Change from VFR flight to IFR flight 

Nú óskar loftfar á VFR-flugi að breyta um og fljúga eftir 

blindflugsreglum og skal þá: 

a. miðla nauðsynlegum upplýsingum, sem virka á CPL 

þess, eða 

b. afhenda viðkomandi flugumferðarþjónustudeild FPL 

og afla flugheimildar áður en IFR-flug hefst í 

flugstjórnarrými. 

An aircraft operated in accordance with the visual flight 

rules which wishes to change to compliance with the 

instrument flight rules shall: 

a. communicate the necessary changes to be effected 

to its CPL, or 

b. submit a FPL to the appropriate air traffic services 

unit and obtain a clearance prior to proceeding IFR 

in controlled airspace. 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 063 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 




Blindflugsreglur 

Instrument Flight Rules 

Reglur sem gilda um allt blindflug 

Rules applicable to all IFR flights 

Búnaður loftfara 

Aircraft equipment 

Loftför skulu búin viðeigandi mælitækjum og flugleiðsögutækjum 

sem þörf er á fyrir áætlaða leið. 

Aircraft shall be equipped with suitable instruments and 

with navigation equipment appropriate to the route to be 

flown. 


Lágmarkslög 

Minimum levels 

Að því undanskildu, þegar nauðsynlegt er við flugtök og 

lendingar eða þegar sérstakt leyfi hefur fengist frá 

hlutaðeigandi stjórnvaldi, skal IFR-flugi flogið í lagi sem er 

að minnsta kosti 2 000 fetum (600 m) ofar hæstu hindrun 

innan 8 km frá áætlaðri stöðu loftfarsins. 

Ath: Áætluð staða loftfarsins er háð þeirri nákvæmni í 

staðsetningu sem hægt er að ná á þeim hluta leiðarinnar, 

sem um er að ræða, með hliðsjón af leiðsögutækjum sem 

tiltæk eru á jörðu og í loftfarinu. 

Except when necessary for take-off or landing, or except 

when specifically authorized by the appropriate authority, 

an IFR flight shall be flown at a level which is at least 

2 000 ft (600 m) above the highest obstacle located within 

8 km of the estimated position of the aircraft; 

Note: The estimated position of the aircraft will take 

account of the navigational accuracy which can be 

achieved on the relevant route segment, having regard to 

the navigational facilities available on the ground and in the 

aircraft. 



Breytt frá blindflugi í sjónflug 

Change from IFR flight to VFR flight 

Ef loftfar óskar að breyta flugi samkvæmt blindflugsreglum 

í flug samkvæmt sjónflugsreglum þá skal tilkynna 

hlutaðeigandi flugumferðarþjónustudeild sérstak-lega að 

blindflugi þess sé lokið og láta vita um breytingar sem gera 

skuli á gildandi flugáætlun. 

An aircraft electing to change the conduct of its flight from 

compliance with the instrument flight rules to compliance 

with the visual flight rules shall notify the appropriate air 

traffic services unit specifically that the IFR flight is 

cancelled and communicate thereto the changes to be 

made to its current flight plan. 


Þótt loftfar á flugi samkvæmt blindflugsreglum komi inn á 

svæði þar sem eru sjónflugsskilyrði skal það ekki tilkynna 

lok blindflugs nema áætlað sé og fyrirhugað að halda flugi 

áfram um verulegan tíma í sjónflugi. 

When an aircraft operating under the instrument flight rules 

is flown in or encounters visual meteorological conditions, 

it shall not cancel its IFR flight unless it is anticipated, and 

intended, that the flight will be continued for a reasonable 

period of time in uninter-rupted visual meteorological 

conditions. 



Reglur um blindflug í flugstjórnarrými 

Rules applicable to IFR flights within controlled airspace 

Blindflug í flugstjórnarrými er háð þeim fyrir-mælum sem 

um getur í ICAO Viðauka 2, grein 3.6. 

IFR flights shall comply with the provisions of 3.6 of ICAO 

Annex 2 when operated in controlled airspace. 


Við farflug skal IFR-flugi í flugstjórnarrými flogið í 

farflugslagi eða ef farflugsklifur er heimilað skal flogið milli 

tveggja laga eða ofar lagi sem valið er samkvæmt: 

An IFR flight operating in cruising flight in controlled 

airspace shall be flown at a cruising level, or, if authorized 

to employ cruise climb techniques, between two levels or 

above a level, selected from: 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

1. töflu yfir farflugslög samkvæmt ENR 1.7 eða 

2. breyttri töflu yfir farflugslög þegar þess er krafist, í 

samræmi við ENR 1.7, fyrir flug ofar fluglagi 410, 

að því undanskildu að samræming lags við feril, sem í 

töflunni greinir, gildir ekki þegar annað er tiltekið í flugmálahandbók 

(AIP) eða flugheimildum. 

1. the Tables of cruising levels in ENR 1.7, or 

2. a modified table of cruising levels, when so 

prescribed in accordance with ENR 1.7 for flight 

above FL 410, 

except that the correlation of levels to track prescribed 

therein shall not apply whenever otherwise indicated in air 

traffic control clearances or specified by the appropriate 

ATS authority in the Aeronautical Information Publication. 


Fjarskipti milli loftfars og jarðar við bylgjuskipti. 

Upphafskall á bylgju flugstjórnardeildar skal innihalda: 

1. kallmerki flugstjórnardeildar sem kallað er í; 

2. kallmerki og auk þess orðið „Heavy“ fyrir vélar í 

„heavy“ flugrastarflokki; 

3. fluglag, auk fluglags sem klifrað/lækkað er í gegnum 

og þess fluglags sem heimilað hefur verið sé vélin 

ekki í þeirri hæð; 

4. hraði, ef heimilaður af flugstjórnardeild; og 

5. aðrar upplýsingar sem máli skipta. 

Radiotelephony procedures for air-ground voice 

communication channel changeover. 

The initial call to an ATC unit after a change of air-ground 

voice communication channel shall contain the following 

elements: 

1. designation of the station being called; 

2. call sign and, for aircraft in the heavy wake 

turbulence category, the word “Heavy”; 

3. level, including passing and cleared levels if not 

maintaining the cleared level; 

4. speed, if assigned by ATC; and 

5. additional elements. 



Reglur um blindflug utan flugstjórnarrýmis 

Rules applicable to IFR flights outside controlled airspace 

Farflugslög 

Cruising levels 

Loftfar í láréttu farflugi samkvæmt blindflugsreglum utan 

flugstjórnarrýmis skal flogið í farflugslagi sem á við feril 

þess og tilgreint er í: 

1. töflunni yfir farflugshæðir í ENR 1.7.5 nema þegar 

hlutaðeigandi ATS-stjórnvald tilgreinir annað fyrir 

flug í 3 000 fetum (900 m) yfir meðal-sjávarmáli eða 

neðar. 

An IFR flight operating in level cruising flight outside of 

controlled airspace shall be flown at a cruising level 

appropriate to its track as specified in: 

1. the Tables of cruising levels in ENR 1.7.5, except 

when otherwise specified by the appropriate ATS 

authority for flight at or below 3 000 ft (900 m) above 

mean sea level. 


Fjarskipti 

Communications 

Loftfar á blindflugi utan flugstjórnarrýmis, en innan, eða inn 

í svæði, á leiðum sem hlutaðeigandi ATS-stjórnvald hefur 

ákveðið samkvæmt ICAO Viðauka 2, grein 3.3.1.2 c) eða 

d), skal halda hlustvörð á viðeigandi taltíðni og koma á 

nauðsynlegu, gagnkvæmu talsambandi við flugumferðarþjónustudeild 

þá er veitir flugupplýsingaþjónustu. 

An IFR flight operating outside controlled airspace but 

within or into areas, or along routes, designated by the 

appropriate ATS authority in accordance with 3.3.1.2 c) or 

d) of ICAO Annex 2 shall maintain an air-ground voice 

communication watch on the appropriate communication 

channel and establish two-way communication, as 

necessary, with the air traffic services unit providing flight 

information service. 


Tilkynningar um staðarákvarðanir 

Position reports 

IFR-flug utan flugstjórnarrýmis, skal halda stöðugan 

hlustvörð og koma á nauðsynlegu talsambandi við þá 

flugumferðarþjónustudeild er veitir flugupplýsingaþjónustu 

og skal tilkynna stöðu sína eins og tilgreint er í ICAO 

Viðauka 2, gr. 3.6.3 um stjórnað flug. 

An IFR flight operating outside controlled airspace shall 

maintain an air-ground communication watch on the 

appropriate communication channel and establish two-way 

communication, as necessary, with the air traffic services 

unit providing flight information service and shall report 

position as specified in 3.6.3 of ICAO Annex 2 for controlled 

flights. 




14 NOV 2014 

AIP Iceland 


ICELANDIC 


14 NOV 2014 

ENGLISH 



Flokkun loftrýmis flugumferðarþjónustu 

ATS Airspace classification 

Flokkun loftrýmis 

Classification of airspaces 

Loftrými flugumferðarþjónustu eru flokkaðir og ákveðnir í 

samræmi við eftirfarandi: 

Flokkur A 

Aðeins fyrir IFR-flug, öll loftför njóta flugstjórnarþjónustu og 

eru aðskilin hvert frá öðru. 

Flokkur B 

IFR- og VFR-flug eru leyfð, öll loftför njóta 

flugstjórnarþjónustu og eru aðskilin hvert frá öðru. 

Flokkur C 


flugstjórnarþjónustu og IFR-loftför eru aðskilin frá öðrum 

IFR- og VFR-loftförum. VFR-loftför eru aðskilin frá IFRloftförum 

og fá upplýsingar um önnur VFR-loftför. 

Flokkur D 


flugstjórnarþjónustu og IFR loftför eru aðskilin frá öðrum 

IFR-loftförum og fá upplýsingar um VFR-loftför. VFR-loftför 

fá upplýsingar um aðra flugumferð sem máli skiptir. 

Flokkur E 

IFR- og VFR-flug eru leyfð, öll hlutaðeigandi IFR-loftför 

njóta flugstjórnarþjónustu og eru aðskilin frá öðrum IFRloftförum. 

Öll loftför fá flugupplýsingaþjónustu eftir því sem 

við verður komið. 

Flokkur F 

IFR- og VFR-flug eru leyfð, öll hlutaðeigandi IFR-loftför 

njóta ráðgjafaþjónustu. Öll loftför fá 

flugupplýsingaþjónustu sé þess óskað. 

Flokkur G 

IFR- og VFR-flug eru leyfð og er veitt 

flugupplýsingaþjónusta sé þess óskað. 

ATS airspaces are classified and designated in accordance 

with the following: 

Class A 

IFR flights only are permitted, all flights are subject to air 

traffic control service and are separated from each other. 

Class B 

IFR and VFR flights are permitted, all flights are subject to 

air traffic control service and are separated from each 

other. 

Class C 

IFR and VFR flights are permitted, all flights are subject to 

air traffic control service and IFR flights are separated from 

other IFR flights and from VFR flights. VFR flights are 

separated from IFR flights and receive traffic information in 

respect of other VFR flights. 

Class D 

IFR and VFR flights are permitted and all flights are subject 

to air traffic control service, IFR flights are separated from 

other IFR flights and receive traffic information in respect of 

VFR flights, VFR flights receive traffic information in 

respect of all other flights. 

Class E 

IFR and VFR flights are permitted, IFR flights are subject to 

air traffic control service and are separated from other IFR 

flights. All flights receive traffic information as far as 

practical. 

Class F 

IFR and VFR flights are permitted, all participating IFR 

flights receive an air traffic advisory service and all flights 

receive flight information service if requested. 

Class G 

IFR and VFR flights are permitted and receive flight 

information service if requested. 

Skilyrði innan sérhvers flokks loftrýma eru í samræmi við 

eftirfarandi töflu: 

The requirements for the flights within each class of 

airspace are as shown in the following table. 



AMDT 066

14 NOV 2014 


14 NOV 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Flokkur 

Tegund 

flugs 

Veittur 

aðskilnaður Veitt þjónusta Takmarkanirá hraða 

Kröfur um 

fjarskiptabúnað 

Þurfa 

flugheimild 

Class 

Type of 

flight 

Separation 

provided 

Service provided Speed limitation Radio 

communication 

requirement 

Subject to an 

ATC clearance 

A 

Aðeins IFR 

IFR only 

Öllum loftförum 

All aircraft 

Flugstjórnarþjónusta 

Air traffic control service 

Á ekki við 

Not applicable 

Talstöð 

Continuous two-way 

Já 

Yes 

B 

IFR 

VFR 


All aircraft 


All aircraft 





Á ekki við 


Á ekki við 


Talstöð 


Talstöð 


Já 

Yes 

Já 

Yes 

IFR 

IFR frá IFRIFR frá 

VFR 

IFR from IFR 

IFR from VFR 



Á ekki við 


Talstöð 


Já 

Yes 

C 

VFR 

VFR frá IFR 

VFR from IFR 

1. Flugstjórnarþjónusta 

til aðskilnaðar frá IFR 

2. Upplýsingar um VFR- / 

VFR-loftför (ráðgjöf til 

að forðast árekstur að 

beiðni) 

1. Air traffic control service 

for separation from IFR; 

2. VFR/VFR traffic 

information (and traffic 

avoidance advice on 

request) 

250 kt IAS undir F100 

250 kt IAS below F100 

Talstöð 


Já 

Yes 

D 

IFR 

VFR 

IFR frá IFR 

IFR from IFR 

Engin 

Nil 

Flugstjórnarþjónusta,upplýsing 

ar um VFR-loftför (ráðgjöf til að 

forðast árekstur að beiðni) 

Air traffic control service including 

traffic information about VFR 

flights (and traffic avoidance 

advice on request) 

Upplýsingar um umferð milli 

IFR/VFR- og VFR/VFR-loftfara 

(ráðgjöf til að forðast árekstur 

að beiðni) 

IFR/VFR and VFR/VFR traffic 

information (and traffic avoidance 

advice on request) 





Talstöð 


Talstöð 


Já 

Yes 

Já 

Yes 

E 

IFR 

IFR frá IFR 

IFR from IFR 

Flugstjórnarþjónusta og 

upplýsingar um VFR-loftför eftir 

því sem við verður komið 

Air traffic control service and traffic 

information about VFR flights as 

far as practical 



Talstöð 


Já 

Yes 

VFR 

Engin 

Nil 

Upplýsingar um loftför eftir því 

sem við verður komið 

Traffic information as far as 

practical 



Engar 

No 

Nei 

No 

F 

IFR 

IFR frá IFR eins og 

við verður komið 

IFR from IFR as far 

as practical 

Flugráðgjafaþjónusta 

Flugupplýsingaþjónusta 

Air traffic advisory service; 

flight information service 



Talstöð 


Nei 

No 

VFR 

Engin 

Nil 


Flight information service 



Engar 

No 

Nei 

No 

G 

IFR 

VFR 

Engin 

Nil 

Engin 

Nil 









Talstöð 


Engar 

No 

Nei 

No 

Nei 

No 

AMDT 066 



22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 




Biðflugs-, aðflugs- og brottflugsstarfshættir 

Holding, Approach and Departure Procedure 

Almennt 

General 

Starfshættir vegna bið-, að- og brottflugs, sem notaðar eru 

í flugupplýsingasvæði (FIR) Reykjavíkur, eru grundvallaðir 

á gildum og þáttum úr gildandi útgáfu Doc 8168 frá 

Alþjóðaflugmálastofnuninni: Starfshættir fyrir 

flugleiðsöguþjónustu – Flugrekstur (PANS-OPS). 

The holding, approach and departure procedures in use 

within the Reyjavík FIR have been based on the values and 

factors contained in the valid edition of the ICAO Doc 8168- 

Procedures for air navigation services-Aircraft 

Operations(PANS-OPS). 


Starfshættir, sem notaðir eru vegna bið-, að- og brottflugs, 

eru grundvallaðir á gildum og þáttum í hluta III og IV úr 

PANS-OPS handbók, bindi I. 

The holding and approach procedures in use have been 

based on the values and factors contained in Parts III and 

IV of Vol. 1 of the PANS-OPS manual. 


Víða við flugvelli á Íslandi hafa verið hannaðir flugferlar til 

að loftför geti lækkað niður fyrir ský (cloud break procedure/ 

cloud penetration) og ljúka síðan flugi í sjónflugi (VFR) 

Þessir flugferlar eru í samræmi við PANS OPS fyrir aðflug 

að flugvelli, lágmarks hindrana (OCA) hæð er aldrei lægri 

en 500 fet y.m.s. eða 300 fet yfir flugvelli (OCH), hvort 

heldur er hærra. Þessi aðflug bera heiti aðflugsaðferðar 

beitt í lokaaðflugi að viðbættum bókstafnum C eða D 

(RNAV C, NDB D). 

Procedures for aircraft to descend below cloud (cloud 

break procedure/cloud penetration) and to complete their 

flight in accordance with VFR have been designed for 

various airports around Iceland. Those procedures are in 

accordance with PANS OPS for approach to an aerodrome 

the obstacle clearance altitude is never lower than 500 feet 

m.s.l. and the obstacle clearance height is never lower than 

300 ft. which ever is higher. These procedures are 

identified by the navigational aid type used for the final 

approach lateral guidance, followed by a single letter suffix 

C or D (RNAV C, NDB D). 



Komuflug 

Arriving flights 

IFR-flug, er koma og lenda innan aðflugstjórnarsvæðis, 

munu fá flugheimild að ákveðnum biðstað og fá fyrirmæli 

um að hafa samband við aðflugstjórn á ákveðnum tíma, 

hæð eða stað. Farið skal eftir þessari flugheimild þar til 

önnur fyrirmæli eru fengin frá viðkomandi aðflugsstjórn. Ef 

komið er yfir heimildarmörk áður en frekari fyrirmæli hafa 

borist skal hefja biðflug í þeirri hæð sem síðast var 

heimiluð. Ef aðflugsheimild eða heimild til lækkunar út úr 

flugstjórnarsvæði er gefin án þess að tilgreina hvaða aðflug 

skal framkvæma, skal flugmaður tilkynna 

flugumferðarstjórn hvaða aðflug hann ætlar að 

framkvæma. 

IFR flights entering and landing within a terminal control 

area will be cleared to a specified holding point and 

instructed to contact approach control at a specified time, 

level or position.The terms of this clearance shall be 

adhered to until further instructions are received from the 

appropriate approach control. If the clearance limit is 

reached before further instructions have been received, 

holding procedure shall be carried out at the level last 

authorized. If a clearance for approach or descend out of 

controlled airspace does not specify which procedure is to 

be flown, the pilot shall report to ATC which procedure he 

intends to follow. 


Vegna takmarkaðs rýmis er mikilvægt að aðflug til 

biðsvæða og að biðflugsstarfshættir séu framkvæmd eins 

nákvæmlega og hægt er. Flugmenn eru eindregið beðnir 

um að láta ATC vita ef þeir af einhverjum ástæðum geta 

ekki framfylgt að- og biðflugi eins og krafist er. 

Due to the limited space available, it is important that the 

approaches to the patterns and the holding procedures be 

carried out as precisely as possible. Pilots are strongly 

requested to inform ATC if for any reason the approach 

and/or holding cannot be performed as required. 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 



Brottflug 

Departing flights 

IFR-flug sem fara frá stjórnuðum flugvöllum munu fá 

frumheimild frá ATC viðkomandi flugturns. 

Flugheimildarmörk munu venjulega verða 

ákvörðunarflugvöllur. IFR-flug er fara frá óstjórnuðum 

flugvöllum verða að hafa samráð við flugstjórnarmiðstöðina 

í Reykjavík. 

IFR flights departing from controlled aerodromes will 

receive initial ATC clearance from the local aerodrome 

control tower. The clearance limit will normally be the 

aerodrome of destination. IFR flights departing from noncontrolled 

aerodromes must make arrangements with the 

Area Control Centre at Reykjavík before take-off. 


Ákveðin fyrirmæli munu verða gefin með tilliti til flugleiða, 

beygja o.s.frv. Ef engin fyrirmæli eru gefin, skulu loftför vera 

komin inná heimilaða flugleið innan 15 NM frá 

brottfararstað 

Detailed instructions with regard to routes, turns, etc. will be 

issued. If no instructions have been issued aircraft shall be 

established on their cleared route within 15 NM of their 

point of departure. 

AMDT 065 



16 OCT 2014 

AIP Iceland 


ICELANDIC 


16 OCT 2014 

ENGLISH 





Kögunarþjónusta og starfshættir 

ATS Surveillance Services and Procedures 

Frumratsjá 

Primary Radar 

Viðbótarþjónusta 

Supplementary services 

Kögunarþjónusta er hluti flugumferðarþjónustunnar og 

stuðlar að öryggi og hagkvæmni flugs. Notkun 

kögunarkerfa flugumferðarþjónustu er í samræmi við reglur 

og ákvæði ICAO en langdrægi, vinnuálag og tæknibúnaður 

hafa áhrif á veitingu kögunarþjónustu. Flugumferðarstjórar 

ákveða hvort eða hve ítarlega kögunarþjónustu sé unnt að 

veita hverju sinni. 

A part of the Air Traffic Services is ATS Surveillance 

services which enhances safety and efficiency to aviation. 

ATS Surveillance service is provided in accordance with 

ICAO rules and regulations but coverage, controller 

workload and equipment capabilities, may effect the 

service.The controller shall determine whether he is able 

to provide, or continue to provide ATS Surveillance service 

in any specific area. 


Langdrægi kögunarkerfa 

ATS Surveillance Coverage 

a. Flugstjórnarsvæðisþjónustan fær upplýsingar frá 

ADS-B stöðvum á Íslandi, í Færeyjum og á 

Grænlandi ásamt svarratsjárstöðvum á Íslandi, í 

Færeyjum og á Hjaltlandseyjum með langdrægi milli 

200 NM og 250 NM sé flogið í FL 300 eða hærra. 

b. Aðflugsstjórnardeildir Reykjavíkur- og Keflavíkurflugvalla 

nota frum- og svarratsjárstöð sem er 

á Keflavíkurflugvelli (635919N 0223513V). Drægi 

frumratsjár er 60 NM en svarratsjár 200 NM. 

c. Aðflugsstjórnardeild Akureyrar notar frumratsjá sem 

er á Akureyrarflugvelli (6539N 01805V). 

Ratsjárdrægi er 20 NM. 

a. The Area Control Service derives information from 

ADS-B stations in Iceland, the Faeroe Islands and in 

Greenland and SSR radar stations in Iceland, the 

Faeroe Islands and the Shetland Island in Scotland 

with range varying from 200 NM to 250 NM at flight 

level 300 and above. 

b. Keflavik and Reykjavik Approach Controls operate 

terminal area primary and surveillance radar station 

at Keflavik Airport (635919N 0223513W). The radar 

coverage for primary radar is 60 NM and for 

secondary radar 200 NM. 

c. Akureyri Approach Control operates primary 

terminal area radar station situated at Akureyri 

Aerodrome (6539N 01805W). The radar coverage 

is 20 NM. 



Veiting kögunarþjónustu 

Application of ATS Surveillance Service 

Auðkenning er samkvæmt ákvæðum 

Alþjóðaflugmálastofnunarinnar. 

Identification is achieved according to the provisions 

specified by ICAO. 

1. Kögunarþjónusta er veitt innan: 1. ATS Surveillance service is provided within: 

a. Akureyri TMA, innan drægis frumratsjár á 

Akureyrarflugvelli; 

b. FAXI TMA; og 

c. Reykjavík CTA innan drægis ratsjár- og ADS-B 

stöðva. 

a. Akureyri TMA, within coverage of primary radar 

situated at Akureyri Aerodrome; 

b. FAXI TMA; and 

c. Reykjavik CTA within coverage of radars and ADS- 

B stations. 



AIRAC AMDT 056

16 OCT 2014 


16 OCT 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Í þessari þjónustu felst m.a.: 

a. kögunaraðskilnaður við komu, brottför og í 

leiðarflugi; 

b. kögunarvöktun loftfara skv. a. til að láta vita 

ef um frávik er að ræða frá gildandi flugáætlun; 

c. stefning þegar nauðsynlegt er; 

d. aðstoð ef loftfar er í nauðum statt; 

e. tilkynning um staðsetningu annarra loftfara ef 

nálgun gefur ástæðu til; 

f. upplýsingar um varhugavert veður. 

This service may include: 

a. ATS surveillance separation of arriving, departing 

and en-route aircraft; 

b. ATS Surveillance monitoring of aircraft in 

accordance with a. to provide information on 

deviation from current flight plan; 

c. vectoring when required; 

d. assistance to aircraft in emergency; 

e. warning and position information on other aircraft 

considered to constitute a hazard; 

f. information on observed weather. 

2. Lágmarks láréttur kögunaraðskilnaður er: 2. The minimum horizontal separation based on ATS 

Surveillance system is: 

a. 3 NM innan 30 NM frá KEF VOR í FAXI TMA 

(aðeins veitt af aðflugsstjórnum í Keflavík og 

Reykjavík); 

b. 5 NM neðan við FL 270; 

c. 10 NM í eða fyrir ofan FL 270. 

a. 3 NM within 30 NM from KEF VOR in FAXI TMA (to 

be used only by Keflavik and Reykjavik Approach); 

b. 5 NM below FL 270; 

c. 10 NM at or above FL 270. 



Starfshættir vegna bilana í kögunarkerfi eða talstöð 

ATS Surveillance system and Radio Failure Procedures 

Kögunarkerfisbilun 

ATS Surveillance System failure 

Bili kögunarkerfi þegar kögunaraðskilnaður er notaður eða 

auðkenni tapast skal nota huglæga flugumferðarstjórn. 

In the event of ATS Surveillance failure or loss of 

identification, instructions will be issued to restore 

procedural separation standard. 


Talstöðvabilun 

Radio Failure 

1. Ef talsamband bregst við notkun ratsjár skulu 

flugumferðarstjórar kanna hvort viðtæki loftfars virkar með 

því að segja loftfari að breyta stefnu sinni eða kvaki. Verði 

vart breytingar á stefnu/kvaki mun flugumferðarstjórinn 

halda áfram að veita loftfarinu ratsjárþjónustu. 

2. Ef talstöð loftfars er óvirk ber flugmanni að fylgja reglum 

ICAO um sambandsleysi. Loftför í innanlandsflugi skulu 

fara eftir reglum um fjarskipti eins og birtar eru í GEN 

3.4.4.12.3. Hafi loftfarið verið auðkennt á ratsjá skal 

ratsjárflugumferðarstjórinn stefna öðrum auðkenndum 

loftförum frá leið þess meðan það sést á ratsjá. 

3. Um leið og flugmaður, sem hefur verið á stefningu, 

verður þess var að hann er sambandslaus skal hann fara 

beint á næsta NAVAID/-stöðumið/flugleið sem tiltekin var í 

síðustu flugheimild. 

1. The radar controller will establish whether the aircraft 

radio receiver is working by instructing the pilot to carry out 

a turn or a squawk. If the turns / squawks are observed, the 

radar controller will continue to provide radar service to the 

aircraft. 

2. If the aircraft's radio is completely unserviceable, the 

pilot should carry out the procedures for radio failure in 

accordance with ICAO provisions. Domestic flights shall 

adhere to procedures as published in GEN 3.4.4.12.3. If 

radar identification has already been established, the radar 

controller will vector other identified aircraft clear of its track 

until such time as the aircraft leaves radar coverage. 

3. If communication is lost with an aircraft being vectored 

the pilot is expected to proceed by the most direct route 

practicable to the NAVAID/position/route as specified in the 

last clearance. 


Grafísk lýsing á kögunardrægi 

Graphical portrayal of ATS Surveillance coverage: 

Sjá ENR 6.1 See ENR 6.1 




16 OCT 2014 

AIP Iceland 


ICELANDIC 


16 OCT 2014 

ENGLISH 


Svarratsjá og leiðsögubúnaðarháð kögun - útsendinga 

Secondary Surveillance Radar (SSR) and Automatic Dependent Surveillance Broadcast 

(ADS-B) 

1. Starfshættir 1. Operating Procedures 

a. Kögunarþjónusta eykur nýtingu loftrýmisins með minni 

aðskilnaði ATC milli loftfara. Auk þess eykur 

kögunarþjónustan möguleika á upplýsingum um umferð og 

aðstoð til loftfara, svo sem leiðsögn. Vegna takmarkana 

kögunarbúnaðar er samt ekki alltaf hægt að sjá 

varhugavert veður. 

Sé notuð svarratsjá eða leiðsögubúnaðarháð kögun - 

útsendinga án tengingar við frumratsjár sjást aðeins loftför 

með ratsjársvara og því ekki hægt að veita sömu 

upplýsingar og með frumratsjá. 

b. Líta skal á svarratsjána og leiðsögubúnaðarháð kögun - 

útsendinga sem viðbót við huglæga flugumferðarstjórn í 

flugstjórnarmiðstöðinni í Reykjavík. Svarratsjáin og 

leiðsögubúnaðarháð kögun - útsendinga er notuð við 

aðskilnað á loftförum því að hún er til hagsbóta, öryggis og 

til að flýta fyrir flugumferð. Flugumferðarstjórn mun halda 

áfram þó að kögunarkerfi bili en ekki verður þá um 

jafnskilvirka þjónustu að ræða. Ekki skal gefa stefningar 

nema tryggt sé að slíkri aðgerð ljúki innan kögunardrægis 

og að huglægur aðskilnaður sé tryggður áður en loftfarið fer 

úr kögunardrægi. 

c. Að öðru leyti en tilgreint er um í kafla 1.6.2.1 hér á eftir 

skulu flugmenn velja og nota hætti og merki (modes and 

codes) samkvæmt fyrirmælum ATC. 

d. Flugmenn í alþjóðaflugi, sem eru um það bil að koma inn 

í Reykjavík FIR/CTA skulu stilla ratsjársvara og ADS-B 

senda í samræmi við ENR 1.8.10. 

e. Áður en veita má kögunarþjónustu mun ATC auðkenna 

loftfarið samkvæmt reglum ICAO í PANS-ATM, 8. kafla. 

Tilkynna skal flugmönnum þegar loftför þeirra eru 

auðkennd eða sjást ekki lengur. 

Dæmi: 

„AUÐKENNDUR“ EÐA 

„AUÐKENNINGU LOKIÐ“. 

f.Flugmönnum skal bent á að auðkenning loftfara þeirra 

léttir ekki af þeim þeirri ábyrgð að forðast árekstra við 

hindranir á jörðu. Flugumferðarstjóri veitir auðkenndu IFRflugi 

venjulega viðeigandi upplýsingar um önnur 

kögunarmerki á skjánum. Þar sem svarratsjá eða 

leiðsögubúnaðarháð kögun - útsendinga er notuð án 

frumratsjár getur ATC ekki séð á skjánum eða látið vita um 

önnur loftför en þau sem hafa og nota virkan ratsjársvara. 

ATC ber aðeins ábyrgð á aðskilnaði loftfara frá jörðu þegar 

um stefningu loftfara í IFR-flugi er að ræða. 

a. ATS Surveillance service increases airspace utilization 

by allowing ATC to reduce separation between aircraft. In 

addition, ATS Surveillance permits provision of flight 

information services, such as traffic information, and ATS 

Surveillance navigation assistance. Due to limitations 

inherent in all ATS Surveillance systems, it may not always 

be possible to detect weather disturbance. 

Where surveillance information is derived from Secondary 

Surveillance Radar (SSR) and Automatic Dependent 

Surveillance Broadcast (ADS-B) without associated 

primary radar coverage, it is not possible to provide traffic 

information on aircraft that are not transponder equipped or 

to provide some of the other flight information. 

b. The ATS Surveillance systems are to be considered as 

a supplement to the basic procedural system in the 

Reykjavík Centre and is used to provide separation based 

on ATS Surveillance system where benefits to aircraft, 

safety or expedition can be obtained. Non-availability of 

ATS Surveillance data will therefore not cause ACC's 

inability to perform its stated functions, but may degrade 

the quality of the service rendered. No ATS Surveillance 

manoeuvre should be undertaken unless it is assured that 

it will be completed and procedural separation reestablished 

whilst any aircraft involved remains within ATS 

Surveillance coverage. 

c. Except as provided for in para 1.6.2.1 below, pilots shall 

operate transponders and select Modes and Codes in 

accordance with ATC instructions. 

d. Pilots of aircraft about to enter the Reykjavík FIR/CTA, 

shall operate the transponder and ADS-B transmitter in 

accordance with ENR 1.8.10. 

e. Before providing ATS Surveillance service, ATC will 

establish identification in accordance with ICAO PANS 

ATM Chapter 8. Pilots will be notified whenever 

identification is established, or lost. 

Examples: 

“IDENTIFIED”, OR 

“IDENTIFICATION LOST”. 

f. Pilots are cautioned that identification of their flight does 

not relieve them of the responsibility for collision avoidance 

of terrain (obstacle) clearance. ATC will normally provide 

identified IFR flights with relevant information on observed 

targets. At locations where SSR systems and ADS-B are 

used without co-located SRE equipment, ATC cannot 

provide traffic information on aircraft without a functioning 

transponder or ADS-B transmitter. The responsibility for 

terrain (obstacle) clearance is only accepted by ATC when 

vectoring IFR flights. 



AIRAC AMDT 056

16 OCT 2014 


16 OCT 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

g. Stefning er notuð, þegar nauðsyn krefur, til aðskilnaðar 

loftfara, þegar þörf er vegna hljóðverndar, ef flugmenn 

óska, eða ef flugumferðarstjóra eða flugmanni virðist 

stefning hagkvæm. Sé stefning notuð skal segja flugmanni 

hvert honum er stefnt eða tilgang stefningarinnar, t.d. til 

aðskilnaðar eða til að forðast slæmt veður. 

Dæmi: 

„STEFNING AÐ HEKLA BEYGÐU TIL HÆGRI, 

SEGULSTEFNA 310.“ 

„VEGNA UMFERÐAR FLJÚGÐU STEFNU 295.“ 

„STEFNING TIL AÐFLUGS, EFTIR SIERRA ALPHA 

FLJÚGÐU STEFNU 240.“ 

g. Vectoring is used when necessary for separation 

purposes, when required by noise abatement procedures, 

when requested by the pilot, or whenever vectoring will 

offer operational advantages to the pilot or the controller. 

When vectoring is initiated, the pilot will be informed of the 

location to which the aircraft is being vectored, or the 

purpose of the vector, e.g. for spacing or weather 

information. 

Examples: 

“FOR VECTORS TO HEKLA TURN RIGHT HEADING 

310.” 

“FOR VECTORS TO RADIAL 330 OF KEFLAVIK VOR 

MAINTAIN HEADING 295.” 

“FOR VECTORS TO FINAL APPRACH COURSE AFTER 

SIERRA ALPHA FLY HEADING 240.” 

h. Flugmönnum mun tilkynnt þegar stefningu lýkur. h. Pilots will be informed when vectoring is terminated. 

Dæmi: 

„TAKTU UPP EIGIN LEIÐSÖGU.“ 

i. Venjulega mun kögunarþjónusta verða veitt þar til loftfarið 

fer úr drægi, fer inn í óstjórnað loftrými eða er afhent ATC 

sem beitir huglægri flugumferðarstjórn. Flugmönnum mun 

tilkynnt þegar kögunarþjónustu lýkur. 

Dæmi: 

„AUÐKENNINGU LOKIÐ.“ 

j. Loftför í aðflugi geta fengið stefningu að auglýstum 

blindaðflugsvita, stefnugeisla, VOR-geisla/DME, NDB til 

lokaaðflugs eða inn á staðsetningu fyrir sjónaðflug. 

k. Stefning fyrir loftför niður í gegnum ský (cloud break 

procedure) er ekki veitt. Flugmenn geta lokið blindflugi 

hvenær sem er við stefningu í innanlandssvæði 

flugstjórnarsvæðisins í lægri hæð en FL 200. 

l. Flugumferðarstjórar munu veita stefningu inn á 

lokastefnu, miðlínugeisla eða VOR-geisla/DME, á 

eftirfarandi hátt: 

• Keflavík: 

Venjulega ekki nær en 10 NM frá öllum flugbrautum 

(nema flugmenn óski þess sérstaklega). 

• Reykjavík: 

Venjulega ekki nær en 7 NM frá flugbraut 13 (nema 

flugmenn óski þess sérstaklega). 

Example: 

“RESUME OWN NAVIGATION.” 

i. Normally ATS Surveillance service will be continued until 

an aircraft leaves the area of ATS Surveillance coverage, 

enters uncontrolled airspace, or is transferred to an ATC 

unit not equipped with ATS Surveillance. When ATS 

Surveillance service is terminated the pilot will be informed 

accordingly. 

Example: 

“IDENTIFICATION TERMINATED.” 

j. Aircraft on vector can be vectored to a published 

instrument approach aid, a Localizer (LOC) course, a VOR 

Radial/DME, NDB for final approach or to a position for 

visual approach. 

k. Vectors for cloud break procedures are not available. 

Pilots may cancel IFR at any time while being vectored 

within the Domestic Area below FL 200. 

l. Approach controllers will provide vectors onto final, onto 

LOC course or Radial/DME as follows: 

• Keflavík: 

Normally not closer than 10 NM, all runways (or as 

requested by pilots). 

• Reykjavík: 

Normally not closer than 7 NM for runway 13 (or as 

requested by pilots). 

2. Umferðarupplýsingar 2. Traffic Information 

a. Ef flugumferð (eða vinnuálag) leyfir, mun ATC veita 

loftförum í IFR-flugi upplýsingar um kögunarmerki þegar 

líklegt er að þau skipti máli nema flugmaður afþakki slíkar 

upplýsingar. Einnig má segja loftförum í VFR-flugi frá 

merkjum á skjánum ef þeir óska. 

b. Ef flugmenn óska mun ATC reyna að annast 

kögunaraðskilnað milli auðkenndra loftfara í blindflugi og 

óþekktra loftfara sem birtast á skjánum. 

a. Traffic (or workload) permitting, ATC will provide IFR 

flights with information on observed targets on ATS 

Surveillance display whenever the traffic is likely to be of 

concern to the pilot, unless the pilot states that he does not 

want the information. This information may be provided to 

VFR traffic when requested by the pilot. 

b. If requested by the pilot, ATC will attempt to provide ATS 

Surveillance separation between identified IFR aircraft and 

the unknown observed aircraft. 




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ICELANDIC 

c. Við veitingu umferðarupplýsinga, mun ATC iðulega, 

tilgreina afstöðu flugumferðar, skýjasvæða o.s.frv. með því 

að vísa til „klukku“ stöðunnar. Í þessu kerfi er staðan 

„klukkan 12“ byggð á kögunarferli fremur en stefni loftfars. 

Sé mikill hliðarvindur getur myndast skekkja milli stefnu 

loftfarsins og stöðutilkynningar flugumferðarstjórans. 


16 OCT 2014 

ENGLISH 

c. When issuing traffic information, ATC will frequently 

define the relative location of traffic, weather areas, etc., by 

referring to the "clock" position system. In this system the 

12 o'clock position is based on the observed ATS 

Surveillance track rather than the actual nose of the 

aircraft. In conditions of strong crosswind this can lead to a 

discrepancy between the position as reported by the 

controller and the position by the pilot. 

d. Eftirfarandi myndir sýna „klukku“ kerfið. d. The following diagram illustrates the “clock” system: 

Raunveruleg staðsetning umferðar kl. 3 og 3,5 mílu. 

Eins og umferðin sést á ratsjá kl. 2 og 3,5 mílur. 

e. Þegar upplýsingar um aðra flugumferð eru veittar 

loftförum, sem auðkennd eru er það gert á eftirfarandi hátt: 

i. Staða loftfars með tilliti til ferilsins. 

ii. Áttin sem loftfarið stefnir í. 

iii. Tegund loftfars og flughæð, sé vitað um hana. 

Dæmi: 

„UMFERÐ KLUKKAN 2, 3,5 MÍLA, Á VESTURLEIÐ,“ 

(tegund loftfars og flughæð, ef við á). 

f. Því loftfari, sem ekki er auðkennt, yrðu sendar eftirfarandi 

flugupplýsingar: 

i. staða loftfarsins miðað við stöðumið; 

ii. áttin sem loftfarið stefnir í; 

iii. tegund loftfars og flughæð sé hún kunn. 

Actual position of traffic, 3 o’clock, 3.5 miles. 

As observed on radar, 2 o’clock, 3.5 miles 

e. Traffic information when passed to identified aircraft will 

be issued as follows: 

i. Position of the traffic in relation to the aircraft's 

observed track. 

ii. Direction in which the traffic is proceeding. 

iii. Type of aircraft and altitude, if known. 

Example: 

“TRAFFIC, 2 O'CLOCK 3.5 MILES, WEST-BOUND”, (type 

of aircraft and altitude). 

f. An aircraft not identified would be issued traffic 

information in the following manner: 

i. Position of the traffic in relation to fix; 

ii. Direction in which the traffic is proceeding; 

iii. Type of aircraft and altitude, if known. 

3. Varhugaverð veðurskilyrði 3. Severe Weather Information 

ATC-deildir með frumratsjá geta oft veitt upplýsingar um 

stöðu og hreyfingar skýja með mikla úrkomu. Samt sem 

áður getur ratsjáin verið stillt til að draga úr eða útiloka 

merki frá slíkum úrkomusvæðum til að loftförin sjáist betur. 

Ef flugmenn óska og flugumferð leyfir munu 

flugumferðarstjórar veita flugmönnum ítarlegar upplýsingar 

um staðsetningu úrkomusvæða. 

Primary radar-equipped ATC units can often provide 

information on the location and movement of areas of 

heavy precipitation. However, during severe weather 

conditions the radar may be adjusted to eliminate or reduce 

radar returns from heavy precipitation areas in order to 

permit the detection of aircraft. When requested by a pilot, 

and provided traffic conditions permit, controllers will 

provide the pilot with detailed information on the location of 

heavy precipitation areas. 



AIRAC AMDT 056

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ENGLISH 

4. Kögunaraðstoð veitt loftförum í VFR-flugi 4. ATS Surveillance Assistance To VFR Flights 

a. Þegar flugmenn óska, geta ATC-deildir með 

kögunarkerfi leiðbeint með upplýsingum um stöðu, feril eða 

með stefningu. Loftför, sem óska þeirrar aðstoðar, þarf að 

auðkenna og þau þurfa að vera í talsambandi og innan 

drægis kögunarkerfisins. 

b. Veita má loftförum í VFR-flugi þessa þjónustu: 

i. ef flugmaður óskar og önnur flugumferð er ekki of 

mikil; eða 

ii. að tillögu flugumferðarstjóra, ef flugmaður 

samþykkir; eða 

iii. vegna öryggis flugumferðarinnar. 

c. Fljúgi flugmenn loftfara sjónflug samkvæmt stefningu er 

flugmaðurinn ábyrgur fyrir því að forðast aðra flugumferð 

og að fljúga ekki í lakara veðri en lágmörk til VFR-heimila. 

d. Ef stefning beinir loftfari í VFR-flugi inn í IFR-veður 

verður flugmaðurinn að láta flugumferðarstjórann vita og 

grípa til einhverra eftirfarandi ráðstafana: 

i. ef hentugt þykir fá stefningu sem gerir honum 

mögulegt að halda áfram VMC; eða 

ii. ef varastefning er ekki hentug annast eigin leiðsögu 

án kögunaraðstoðar; eða 

iii. hafi flugmaður réttindi til IFR-flugs og sé loftfarið 

búið IFR-tækjum, getur hann gert blindflugsáætlun 

og óskað IFR-flugheimildar. 

e. Veita skal loftförum í VFR-flugi neyðarþjónustu með 

kögunþjónustu séu þau í talsamband við 

flugstjórnardeildina, innan kögunardrægis og hægt að 

auðkenna þau. 

f. Flugmenn í hættuástandi, sem þarfnast kögunarþjónustu, 

ættu að hafa samband við næstu ATC-deild og veita 

eftirfarandi upplýsingar: 

i. lýsa hættuástandi eða erfiðleikum og tilgreina þá 

aðstoð sem óskað er eftir; 

ii. staðsetningu loftfars og veðurskilyrði; 

iii. tegund loftfars, flughæð og hvort það hafi 

blindflugsbúnað; 

iv. hvort flugmaðurinn hafi IFR-réttindi. 

g. Flugmenn, sem ekki geta haft talsamband við 

flugumferðarstjórn en þarfnast aðstoðar í neyð, gætu gefið 

erfiðleika sína til kynna með því að fljúga þríhyrninga. 

Ath.: Móttakari í lagi, hægri beygjur. 

Talstöð biluð, vinstri beygjur. 

a. When requested by pilots, ATS Surveillance equipped 

ATC units will provide assistance to navigation in the form 

of position information, vectors or track. Flights requesting 

this assistance must be operating within coverage of ATS 

Surveillance systems and communication coverage and be 

identified. 

b. VFR flights may be provided with this service: 

i. at the request of a pilot, when traffic conditions 

permit; or 

ii. when the controller suggests and pilot agrees; or 

iii. in the interest of flight safety. 

The pilot is responsible for avoiding other traffic and 

avoiding weather below VFR minima while flying VFR on 

vectors. 

If a vector will lead a VFR flight into IFR weather conditions, 

the pilot must inform the controller and take the following 

action: 

i. if practicable, obtain a vector which will allow the 

flight to remain in VMC; or 

ii. if an alternative vector is not practicable, revert to 

navigation without ATS Surveillance assistance; or 

iii. if the pilot has an IFR rating and the aircraft is 

equipped for IFR flight, he may file an IFR flight 

plan, and request an IFR clearance. 

e. Emergency ATS Surveillance assistance will be given to 

VFR flights which are able to maintain two-way radio 

communication with the air traffic control unit, are within 

ATS Surveillance coverage, and can be identified. 

f. Pilots requiring ATS Surveillance assistance during 

emergency conditions should contact the nearest ATC unit 

and provide the following information: 

i. declaration of emergency (state nature of difficulty 

and type of assistance required); 

ii. position of aircraft and weather conditions within 

which the flight is operating; 

iii. type of aircraft, altitude, and whether equipped for 

IFR flight; 

iv. whether pilot has an IFR rating. 

g. Pilots unable to contact ATC but in need of emergency 

assistance may alert by flying triangular patterns. 

Note: Receiver operating, right hand pattern. 

No radio, left hand pattern 




16 OCT 2014 

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16 OCT 2014 

ENGLISH 

5. Öryggishæðir við stefningu 5. Obstacle Clearance During Vectors 

a. Blindflug 

i. Flugmenn loftfara í IFR-flugi bera ábyrgð á því að 

flogið sé nógu hátt yfir landi og öðrum hindrunum. 

Samt sem áður, þegar og aðeins þegar um 

stefningu er að ræða, skal flugumferðarstjórn 

ábyrgjast nægan hæðar-aðskilnað frá hindrunum á 

jörðu. 

ii. Lágmarkshæðir við stefningu (lágmarkshæð sem 

nota má við stefningu loftfars), sem kunna að vera 

lægri en lágmarkshæðir, sem birtar eru á leiðsögu 

og aðflugskortum, hafa verið ákveðnar í nágrenni 

Reykjavíkur og Keflavíkur. Fái loftfar í IFR-flugi 

heimild til að lækka í lágmarkshæð við stefningu 

mun ATC veita aðskilnað frá landi og hindrunum þar 

til loftfarið er komið að þeim stað sem blindaðflug 

eða sjónaðflug gæti hafist. 

iii. Rofni talsamband við stefningu í flughæð, sem er 

lægri en lágmarkshæðin sem sýnd er á 

blindaðflugskortinu, ætti flugmaðurinn að klifra strax 

í viðeigandi auglýsta lágmarkshæð, nema hægt sé 

að halda fluginu áfram í VMC. 

b. Sjónflug 

i. Flugmaður loftfars í VFR-flugi ber áfram ábyrgð á 

nægum hæðaraðskilnaði frá jörðu og hindrunum þó 

að flugið fái stefningu flugumferðarstjórnar. 

ii. Fáist ekki nægur hæðaraðskilnaður við stefningu 

ber flugmanni að láta flugumferðarstjórann vita og 

grípa til eftirfarandi ráðstafana 

• ef það á við, afla stefningar, sem veitir 

nægan hæðaraðskilnað eða klifra í næga 

hæð; eða 

• hefja aftur leiðsögu án aðstoðar. 

a. IFR Flights 

i. The pilot of an IFR flight is responsible for ensuring 

that his flight is operated with adequate clearance 

from obstacles and terrain, however, when and only 

when the flight is being vectored, air traffic control 

will ensure that the appropriate obstacle clearance 

is provided. 

ii. Minimum vectoring altitudes (lowest altitude at 

which an aircraft may be vectored and still meet 

obstacle criteria) which may be lower than minimum 

altitudes shown on navigation and approach charts, 

have been established around Reykjavik and 

Keflavik. When an IFR flight is cleared to descend to 

the minimum vectoring altitude, ATC will provide 

terrain and obstacle clearance until the aircraft is in 

a position from which an approved instrument 

approach or a visual approach can be commenced. 

iii. If a communication failure occurs while a flight is 

being vectored at an altitude below the minimum 

IFR altitudes shown in the instrument approach 

chart, the pilot should climb immediately to the 

appropriate published minimum altitude, unless 

able to continue VMC. 

b. VFR Flights 

i. The pilot of a VFR aircraft remains responsible for 

maintaining adequate clearance from obstacle and 

terrain when the flight is being vectored by air traffic 

control. 

ii. If adequate obstacle or terrain clearance cannot be 

maintained on a vector, the pilot must inform the 

controller and take the following action: 

• if practicable, obtain a heading that will 

enable adequate clearance to be 

maintained, or climb to a suitable altitude; or 

• revert to navigation without assistance. 

6. Misnotkun stefninga 6. Misuse of Vectors 

a. ATC getur beðið loftfar að beygja til auðkenningar. Sjáist 

fleiri en eitt loftfar beygja getur auðkenning orðið erfið eða 

ómöguleg. Ef fleiri en eitt loftfar fylgja fyrirmælum 

flugumferðarstjórnar gæti ruglingur reynst hlutaðeigandi 

loftförum hættulegur. 

b. Vilji flugmenn æfa stefningar skulu þeir hafa samband 

við flugstjórnarmiðstöðina í Reykjavík og biðja um 

stefningu til þjálfunar. Þjálfunarstefningar verða síðan 

veittar svo framarlega sem unnt er (flugumferð leyfir). 

a. ATC may require aircraft to make turns for identification. 

However, when more than one aircraft target is observed 

making turn, identification becomes difficult or impossible. 

Should misidentification be the result of more than one 

aircraft following the instructions issued by ATC it could be 

hazardous to the aircraft involved. 

b. Should a pilot wish to obtain vectoring practice, heshould 

contact Reykjavik area control centre and request practice 

vectors. Practice vectors will be issued to the extent that air 

traffic conditions permit. 



AIRAC AMDT 056

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ICELANDIC 

AIP Iceland 


ENGLISH 

7. Upplýsingar um hátt „C“ í svarratsjá 7. SSR Mode "C" Information 

a. Sjálfvirkar upplýsingar um flughæð loftfara með 

ratsjársvara skulu flugumferðarstjórar í Reykjavík ACC og 

Reykjavík/Keflavík APP notfæra sér til staðfestingar á 

hæðaraðskilnaði milli loftfara. 

b. Ef háttur „C“ sýnir skekkju, sem nemur 300 fetum eða 

meiru, frá heimiluðu eða tilkynntu fluglagi, skal biðja loftfar 

að staðfesta það. Komi í ljós að um tækjabilun sé að ræða, 

skal ráðleggja loftförum að hætta að senda upplýsingar um 

fluglag með hætti „C“, með eftirfarandi orðavali: „HÆTTU 

AÐ KVAKA CHARLIE. RÖNG LESNING.“ 

a. Air traffic controllers at Reykjavik ACC and Keflavik/ 

Reykjavik APP shall use automatically transmitted 

pressure-altitude data, received from aircraft, to confirm 

vertical separation between aircraft. 

b. If Mode "C" information from an aircraft shows an 

inaccuracy of 300 feet or more in respect to cleared/ 

reported level the aircraft will be requested to verify its 

level. If it becomes apparent that the reason for the 

inaccuracy is erroneous indication the aircraft will be 

advised to cease transponding Mode "C" by the phrase: 

STOP SQUAWK CHARLIE WRONG INDICATION. 

8. ADS-B Sendar: Sjá ENR 1.8.10.2.1.2 8. ADS-B Transmitters: See ENR 1.8.10.2.1.2 



Viðbrögð við hættuástandi 

Emergency Procedures 

Hafi flugmaður loftfars, sem lendir í hættuástandi, áður 

fengið fyrirmæli flugumferðarstjórnar um notkun ákveðins 

kögunarmerkis skal hann halda áfram notkun þess merkis, 

nema önnur fyrirmæli berist. Að öðrum kosti skulu 

flugmenn velja og nota hátt A/3, merki 7700. 

If the pilot of an aircraft encountering a state of emergency 

has previously been directed by ATC to operate the 

transponder on a specific Code, this Code shall be 

maintained until otherwise advised. In all other 

circumstances, the transponder shall be set to Mode A/3 

Code 7700. 


Þrátt fyrir gr. 1.6.2.1.1 hér að ofan geta flugmenn valið hátt 

C merki 7700 hvenær sem hættan er þess eðlis að slíkt 

virðist heppilegast. 

Ath.: Háttur C, merki 7700 er ætíð vaktað. 

Notwithstanding the procedure in para 1.6.2.1.1 above, a 

pilot may select Mode C Code 7700 whenever the nature 

of the emergency is such that this appears to him to be the 

most suitable source of action. 

Note: Continuous monitoring of responses on Mode C 

Code 7700 is provided. 



Sambandsleysi loftfara og ólögmæt afskipti 

Radio communication failure and unlawful interference procedures 

Viðbrögð við sambandsleysi loftfars 

Radio communication failure procedure 

Bili talstöð loftfars skal flugmaður velja og nota hátt C, 

merki 7600 og fylgja gildandi reglum um talsambandsleysi; 

á þessum starfsháttum mun síðari veiting 

flugumferðarþjónustu byggjast. 

In the event of an aircraft radio receiver failure, a pilot shall 

select Mode C Code 7600 and follow established 

procedures; subsequent control of the aircraft will be based 

on those procedures. 


Starfshættir við ólögmæt afskipti 

Unlawful interference procedure 

Flugmaður skal velja hátt C, merki 7500, og fylgja útgefnum 

starfsháttum ef fjarskiptamóttakari loftfars bilar; á þessum 

starfsháttum mun síðari veiting flugumferðarstjórnar 

byggjast. 

In the event of an aircraft radio receiver failure, a pilot shall 

select Mode C Code 7500 and follow established 

procedures; subsequent control of the aircraft will be based 

on those procedures. 


Tilkynning um hættuástand 

Transmit emergency alert 

Tilkynning um hættuástand (merki 7500, 7600 og 7700) 

með ADS-B sendi: Sjá ENR 1.8.10.2.1.2.3. 

Transmit emergency alert (squawk codes 7500, 7600 and 

7700) with ADS-B transmitter: See ENR 1.8.10.2.1.2.3. 




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16 OCT 2014 

ENGLISH 


Fjarskipti 

Communication 

Loftför skulu hafa hlustvörð á viðeigandi tíðnum 

flugumferðarstjóra/flugmanna innan ratsjár-drægis. 

Uppýsingar um tíðnir er að finna í kafla ENR 2.1. 

Flights shall monitor the appropriate controller/pilot 

frequency when within radar coverage. Information on 

frequencies can be found in section ENR 2.1. 



AIRAC AMDT 056

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AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 



Starfshættir varðandi stillingu hæðarmæla 

Altimeter Settings Procedures 

Inngangur 

Introduction 

Starfshættir varðandi stillingu hæðarmæla eru í samræmi 

við reglur ICAO og eru í Doc 8168-OPS/611 og fara hér á 

eftir. Til tryggingar tilskildum hæðaraðskilnaði loftfara frá 

jörðu í farflugi er spáð landshæðarmæli (Regional QNH). 

Landshæðarmælir er lægsti spáði loftþrýstingur hvar sem 

er yfir Íslandi. Hann er gefinn í heilum hektópaskal. 

The altimeter settings procedures in use conform to those 

contained in ICAO Doc 8168-OPS/611 and are detailed 

below. For terrain clearance purposes during en-route flight 

a forecast Regional QNH value is made available. This 

Regional QNH is calculated as the lowest possible value on 

the ground anywhere in Iceland. QNH values are given in 

whole hectopascals. 




Grundvallar starfshættir 

Basic Procedures 

Almennt 

General 

Skiptihæð á Íslandi er 7000 fet. 

The transition altitude for Iceland is 7000 feet. 


Lóðrétt staða loftfars á flugi í eða undir skiptihæð er tjáð í 

flughæðum en fyrir ofan skiptihæð er lóðrétt staða 

loftfarsins tjáð í fluglögum. Lóðrétt staða loftfars í klifri er 

tjáð í flughæðum undir skiptihæð en þar fyrir ofan í 

fluglögum. Lóðrétt staða loftfars í lækkun er tjáð í 

fluglögum í skiptilagi og þar fyrir ofan en í flughæðum fyrir 

neðan skiptilag. 

Vertical positioning of aircraft when at or below the 

transition altitudes is expressed in terms of altitude 

whereas such positioning at or above the transition level is 

expressed in terms of flight levels. Vertical positioning of 

aircraft during climb is expressed in terms of altitudes until 

reaching the transition altitude above which vertical 

positioning is expressed in terms of flight levels. Vertical 

positioning of aircraft during descent is expressed in terms 

of flight level until reaching the transition level below which 

vertical positioning is expressed in terms of altitudes. 


Fluglag núll miðast við málþrýsting 1013,2 hPa (29.92 

tommur). Önnur fluglög skulu aðskilin með þrýstibili er 

samsvarar að minnsta kosti 500 fetum (152,4 metrum) í 

staðallofthjúpi. 

Ath. Í eftirfarandi töflu er dæmi um tengsl milli fluglaga og 

þess sem hæðarmælir sýnir. Jafngildi í metrum er ekki 

nákvæmt: 

Flight level zero is located at the atmospheric pressure 

level of 1013.2 hPa (29.92 INS). Consecutive flight levels 

are separated by pressure interval corresponding to 500 

feet (152,4 meters) in the Standard Atmosphere. 

Note. Examples of the relationship between flight level and 

altimeter indications are given in the following table, the 

metric equivalent being approximate: 

Flight Level Number 

Feet 

Altimeter Indication 

Metres 

10 1000 300 

15 1500 450 

20 2000 600 

50 5000 1500 

100 10000 3050 

150 15000 4550 

200 20000 6100 



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ICELANDIC 

AIP Iceland 


ENGLISH 


Flugtak og klifur 

Takeoff and climb 

Fyrir flugtak fá loftför viðeigandi QNH-hæðarmæli-stillingu. 

A QNH altimeter setting is made available to aircraft prior to 

takeoff. 


Hæðaraðskilnaður – leiðarflug 

Vertical Separation – En-Route 

Hæðaraðskilnaður í leiðarflugi er í fluglögum í eða ofar 

skiptilagi en í flughæðum í eða neðan skiptihæðar. 

Loftfari skal flogið í flughæðum eða fluglögum tilsvarandi 

ferli þess og sem er í samræmi við viðhengi 3 í viðbæti 2 

samkvæmt eftirfarandi töflu: 

Vertical separation during en-route flight shall be expressed 

in terms of flight levels during an IFR flight, when operating 

at or above the transition level, but altitudes if operated at 

or below the transition altitude. 

When complying with the table of cruising levels an aircraft 

shall be flown at altitudes or flight levels corresponding to 

its magnetic track in accordance with the following table: 

TRACK 

From 000 degrees to 179 degrees 

From 180 degrees to 359 degrees 

IFR flights VFR flights IFR flights VFR flights 

Altitude 

Altitude 

Flughæð/Altitude 1 000 2 000 

3 000 3 500 4 000 4 500 

5 000 5 500 6 000 6 500 

etc. etc. etc. etc. 



Aðflug og lending 

Approach and Landing 

Loftförum er gefin QNH-hæðarmælistilling í 

aðflugsheimildum og þegar þeim er gefin heimild til að 

koma í umferðarhring. 

A QNH altimeter setting is made available in approach 

clearances and in clearances to enter the traffic circuit. 


Hægt er að fá QFE-hæðarmælistillingu. 

QFE altimeter settings are available on request 


Lóðrétt staða loftfara í aðflugi skal tjáð í fluglögum í eða 

ofan við skiptilag en þar fyrir neðan í flughæðum. 

Vertical positioning of aircraft during approach is expressed 

by reference to flight levels until reaching the transition level 

below which vertical positioning is expressed by reference 

to altitudes. 

ENR 1.7.2.4.4 . 

Eftir að loftfari hefur verið heimilað aðflug og ekki er vænst 

neinna truflana í lækkun fyrir ofan skiptilag er leyfilegt að tjá 

lóðrétta stöðu loftfars í flughæðum (QNH). 

After approach clearance has been issued and the descent 

to land is commenced, the vertical positioning of an aircraft 

above the transition level may be by reference to altitudes 

(QNH) provided that level flight above the transition altitude 

is not indicated or anticipated. 


Fráflug 

Missed approach 




03 APR 2014 

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03 APR 2014 

ENGLISH 


Í fráflugi skal beita viðeigandi hlutum greina ENR 1.7.2.1.2, 

ENR 1.7.2.2 og ENR 1.7.2.4. 

The relevant portions of ENR 1.7.2.1.2, ENR 1.7.2.2 and 

ENR 1.7.2.4 shall be applied in the event of a missed 

approach. 


Lýsing svæðis fyrir hæðarmælisstillingar 

Description of altimeter setting region 

Afmörkuð svæði vegna hæðarmælisstillingar hafa ekki 

verið útgefin í íslenska flugstjórnarsvæðinu. Vél sem flýgur 

neðan skiptihæðar (7000 fet) skal nota staðar loftþrýsting 

brottfararstaðar sem fengið er frá viðeigandi 

flugumferðarþjónustudeild og skipta miðja vegu yfir á 

staðar loftþrýsting áfangastaðar. 

QNH setting areas have not been established in BIRD area. 

Aircraft flying below transition altitude (7000 feet) shall use 

local QNH received from the appropriate ATS Unit and 

change midway to the QNH of the destination aerodrome. 




Starfshættir fyrir flugrekendur (þar með taldir flugmenn) 

Procedures applicable for operators (Including Pilots) 

Gerð flugáætlana 

Flight Planning 

Tekið skal fram í flugáætlunum hvaða hæðir loftför æskja 

að nota: 

a. í fluglögum varðandi flug ofar skiptihæð og 

b. í flughæðum varðandi flug sem hyggjast fljúga í eða 

fyrir neðan skiptihæð. 

Ath.: Í flugáætlunum eru fluglög gefin upp sem númer en 

ekki í fetum eða metrum eins og gert er varðandi flughæðir. 

The levels at which a flight is to be conducted shall be 

specified in a flight plan. 

a. in terms of flight levels if the flight is to be conducted 

above the transition altitude, and 

b. in terms of altitudes if the flight is to be conducted at 

or below the transition altitude. 

Note: Flight levels are specified in flight plans by numbers, 

and not in terms of feet or meters as in the case with 

altitudes. 


Töflur um farflugshæðir 

Tables of cruising levels 

Farflugshæðir sem tekið skal tillit til eru sem hér segir: 

a. Þúsund feta (300 m) lágmarkshæðaraðskilnaður á 

milli FL 290 og FL 410, að báðum meðtöldum, er 

beitt í svæðum sem grundvallast á ákvæðum í 

svæðasamningi um flugleiðsögu.* 

The cruising levels to be observed are as follows: 

a. in areas where, on the basis of regional air 

navigation agreement and in accordance with 

conditions specified therein, a vertical separation 

minimum (VSM) of 1000 ft (300 m) is applied 

between FL 290 and FL 410 inclusive.* 

TRACK** 

From 000 degrees to 179 degrees*** 



Altitude Altitude Altitude Altitude 

FL Metres Feet FL Metres Feet FL Meters Feet FL Meters Feet 

300 1 000 - - 600 2 000 - - 

900 3 000 1 050 3 500 1 200 4 000 1 350 4 500 

1 500 5 000 1 700 5 500 1 850 6 000 2 000 6 500 

2 150 7 000 75 2 300 7 500 80 2 450 8 000 85 2 600 8 500 

90 2 750 9 000 95 2 900 9 500 100 3 050 10 000 105 3 200 10 500 

110 3 350 11 000 115 3 500 11 500 120 3 650 12 000 125 3 800 12 500 

130 3 950 13 000 135 4 100 13 500 140 4 250 14 000 145 4 400 14 500 



AIRAC AMDT 054

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ENGLISH 

TRACK** 




Altitude Altitude Altitude Altitude 

FL Metres Feet FL Metres Feet FL Meters Feet FL Meters Feet 

150 4 550 15 000 155 4 700 15 500 160 4 900 16 000 165 5 050 16 500 

170 5 200 17 000 175 5 250 17 500 180 5 500 18 000 185 5 650 18 500 

190 5 800 19 000 195 5 950 19 500 200 6 100 20 000 

210 6 400 21 000 220 6 700 22 000 

230 7 000 23 000 240 7 300 23 000 

250 7 600 25 000 260 7 900 26 000 

270 8 250 27 000 280 8 550 28 000 

290 8 850 28 000 300 9 150 30 000 

310 9 450 31 000 320 9 750 32 000 

330 10 050 33 000 340 10 350 34 000 

350 10 650 35 000 360 10 950 36 000 

370 11 300 37 000 380 11 600 38 000 

390 11 900 39 000 400 12 200 40 000 

410 12 500 41 000 430 13 100 43 000 

450 13 700 45 000 470 14 350 47 000 

490 14950 49 000 510 15 550 51 000 

etc. etc. etc. etc. etc. etc 

* Aðeins þegar svo er mælt fyrir og í ákveðnum tilfellum er 

endurbætt tafla fluglaga notuð sem byggir á 

hæðaraðskilnaði um 1000 fet (300 m) og á svæðasamningi 

um flugleiðsögu fyrir loftför ofar FL 410 innan 

ákveðins hluta svæðisins. 

** Segulferill, eða á pólsvæðum á hærri breiddarbaugum en 

70 gráðum og innan viðbótarsvæða tilteknum af 

viðkomandi stjórnvaldi, netferlar sem saman standa af kerfi 

lína samsíða Greenwich-lengdarbaugnum og lagðir eru 

ofan á pólrúmsjármyndakort þar sem stefna til norðurpóls 

er notuð sem netnorður. 

*** Aðeins þar sem svo er lýst, og sem byggir á 

svæðasamningi um flugleiðsögu þar um, eru umskipti milli 

ríkjandi flugumferðar frá 090 til 269 gráðum og frá 270 til 

089 gráðum. 

* Except when, on the basis of regional air navigation 

agreements, a modified table of cruising levels based on a 

nominal vertical separation minimum of 1000 ft (300 m) is 

prescribed for use, under specified conditions, by aircraft 

operating above FL 410 within designated portions of the 

airspace. 

** Magnetic track, or in polar areas at latitudes higher than 

70 degrees and within such extensions to those areas as 

may be prescribed by the appropriate authorities, grid 

tracks as determined by a network of lines parallel to the 

Greenwich Meridian superimposed on a polar 

stereographic chart in which the direction towards the North 

Pole is employed as the Grid North. 

*** Except where, on the basis of regional air navigation 

agreements, from 090 to 269 degrees and from 270 to 089 

degrees is prescribed to accommodate predominant traffic 

directions and appropriate transition procedures to be 

associated therewith are specified. 




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Flugreglur og starfshættir flugumferðarþjónusta 

Rules of the air and air traffic services procedures 

Viðaukastarfshættir (Doc 7030), flugreglur, flugumferðarþjónusta 

og leit og björgun á Norður- Atlantshafi. 

Þessir starfshættir eru til fyllingar þeim reglum sem eru í 

Annex 2, Annex 6, I. og II. hluta, PANS-ATM (Doc 4444- 

ATM/501) og PANS-OPS (Doc 8168-OPS/611). 

Í staðarsvæðum umhverfis Ísland, Færeyjar og Grænland, 

sem ákveðin eru af viðkomandi yfirvöldum, gilda þessir 

viðaukastarfshættir ekki. 

Ath.- Umrædd staðarsvæði eru innanlandsdeild 

flugstjórnar í Reykjavík (Domestic area) F245 og neðar. 

Staðarsvæðið sem er í 7500 fetum og neðar innan VAGAR 

TIZ þegar það svæði er opið. Þessi svæði eru bæði í 

flugupplýsingasvæði Reykjavíkur. Staðarsvæðið sem er í 

FL 195 og neðar í flugupplýsingasvæði Syðri-Straumfjarðar 

í Grænlandi. 

Sérreglur sem gilda eingöngu í flugupplýsinga- og 

flugstjórnarsvæði Reykjavíkur eru auðkenndar með 

skáletri. 

NAT Regional Supplementary Procedures (Doc 7030), 

Rules of the Air, Air Traffic Services and Search and 

Rescue 

These Procedures are supplementary to the provisions 

contained in Annex 2, Annex 6, Parts I and II, Annex 11, 

PANS-ATM (Doc 4444-ATM/501) and PANS-OPS (Doc 

8168-OPS/611). 

They do not apply in the local areas established by the 

appropriate authorities around Iceland, the Faeroe Islands 

and in Greenland. 

Note - The local areas are the Domestic area F245 and 

below and at 7500 feet and below within VAGAR TIZ when 

active. Both areas are in the Reykjavik FIR. FL 195 and 

below in Greenland, Söndreström FIR. 

Special rules applicable in Reykjavik FIR/CTA only are in 

italics. 


Flugreglur - eingöngu á ensku 

Flight rules 

Textinn hér á eftir er eingöngu á ensku. 


Instrument flight rules (IFR) 

(A2-2.2 and Chapter 5) 

Note - Annex 2, 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 Annex. The following indicates 

certain further restrictions to that choice. 


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 (600 m) above ground, whichever is the higher, 

within: 

1. the New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Söndreström and Reykjavik 

flight information regions, and 

2. the Bodö Oceanic flight information region when operated more than 100 NM seaward from the shoreline. 



AMDT 065

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ENR 1.8.2.1.1.1 

Airspaces with special requirements 

Reduced Vertical Separation Minimum (RVSM) 

Area of applicability 

The RVSM airspace is the volume of airspace between FL 290 and FL 410 inclusive within the Oceanic Control Areas of 

Santa Maria, Shanwick, Reykjavik, Gander Oceanic and New York Oceanic, excluding the area west of 60°W and south of 

38°30'N. 

See map ENR 6.1-9. 



Method of application 

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. 


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 and detailed in designated FAA 

document, AC91-85, and in Joint Aviation Authority (JAA) Temporary Guidance Leaflet (TGL No.6), Revision 1. These 

documents can be downloaded from: 

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/documentation 

and 

http://www.ecacnav.com/downloads/TGL6rev1.pdf, respectively. 


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 the requirements of 1.8.2.1.2.2 shall not be allowed to operate in airspace where reduced vertical 

separation minimum is being applied. 


Adequate monitoring of flight operations in the NAT Region shall be conducted in order to assist in the assessment of 

continuing compliance of aircraft with height-keeping capabilities. 


Special arrangements for NON-RVSM approved aircraft 

ENR 1.8.2.1.2.6.1 

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 RVSM Airspace. 

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To Operate at RVSM Levels 

ATC may provide special approval for an MNPS approved aircraft that is not approved for RVSM operation to fly in MNPS 

Airspace 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 reapproval; 

or 

3. is on a mercy or humanitarian flight. 


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. Operators must appreciate that the granting of any such approval does not constitute 

an oceanic clearance, which must be obtained from ATC, by the pilot, in the normal manner. The service will not be 

provided to aircraft that are not approved for MNPS operations. 



Minimum Navigation Performance Specification (MNPS) 


(A2 - 5.1.1; A6, Part I - 4.2, 7.2 and Chapter 3, 

Note 1; A6, part II - Section 3. NAT DOC 7030. NAT DOC007) 

The MNPS airspace is the volume of airspace between FL 285 and FL 420 within the Oceanic Control Areas of Santa Maria, 

Shanwick, Reykjavik, Gander Oceanic and New York Oceanic, excluding the area west of 60°W and south of 38°30'N. See 

map ENR 6.1-9. 



Method of application 

All flights within NAT MNPS Airspace must have an MNPS approval of either the State of Registry of the aircraft, or the State 

of the Operator. Approval for MNPS operations will require the checking by the State of Registry or State of the Operator, 

of various aspects affecting navigation performance. These aspects include: the navigation equipment used, together with 

its installation and maintenance procedures; plus the crew navigation procedures employed and the crew training 

requirements. 


Aircraft not meeting the requirements of 1.8.2.2.2.1 shall not be allowed to operate in MNPS airspace. 


When granting approval for operations in MNPS airspace, States of Registry shall ensure that in-flight operating drills 

include mandatory navigation cross-checking procedures which will identify navigation errors in sufficient time to prevent 

the aircraft inadvertently deviating from the ATC-cleared route. Guidance on procedures are detailed in NAT Doc 007 

Guidance concerning Air Navigation in and above the NAT MNPSA. 


Adequate monitoring of flight operations in the NAT Region shall be conducted in order to assist in the assessment of 

continuing compliance of aircraft with the lateral navigation capabilities specified in NAT DOC007. 

Note -Monitoring will be conducted in accordance with the appropriate guidance material issued by ICAO 


An operator who experiences reduced navigation performance shall inform air traffic control (ATC) as soon as practicable. 



AIRAC AMDT 056

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ENGLISH 


Aircraft not approved for operation in MNPS airspace may be cleared by the responsible ATC unit to climb or descend 

through MNPS airspace provided: 

1. the climb is completed within the usable coverage of selected VOR/DMEs or NDBs 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. MNPS approved aircraft operating in that part of the MNPS airspace affected by such climbs or descents are not 

penalised. 

Non-MNPS approved aircraft may also be cleared to climb or descend through MNPS airspace for the sole purpose of 

landing at or departing from an airport which underlies MNPS airspace but which does not have serviceable short range 

navaids, ATS Surveillance or DCPC. 


While not a specific element of NAT 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). It should be further noted 

that new specifications for these beacons to operate exclusively on frequency 406 MHz (but with a 121.5 MHz search and 

rescue homing capability) have been in effect since January 2005. New aircraft have been required to be so equipped since 

2005. 


Compliance with minimum navigation performance specification. 

For flights intending to operate within MNPS airspace 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 MNPS. 



Reference, guidance and information material concerning air navigation in the NAT Region 

Routes for aircraft with only one Long Range Navigation System 

1. A number of special routes have been developed for aircraft equipped with only one Long Range Navigation System 

(LRNS) and carrying normal short-range navigation equipment (VOR/DME, ADF). It should be recognised that these 

routes are within MNPS airspace, and that State approval must be obtained prior to flying along them. These routes 

are also available for interim use by aircraft normally approved for unrestricted MNPS operations that have suffered 

a partial loss of navigation capability and have only a single remaining functional LRNS. 

Aircraft which are equipped with normal short range navigation equipment and at least one fully operational set of 

one of the following types of navigational equipment should be considered capable of meeting the MNPS while 

operating along the routes listed below: 

a. DOPPLER with computer; 

b. INS 

c. GNSS 

d. FMS/IRS 

2. 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: 

a. ATSIX (60N 010W ) - 6100N 01234W - ALDAN - KEF, (VHF coverage exists but HF is required on this route) 

b. RATSU (61N 010W) - ALDAN - KEF, (VHF coverage exists. Non HF equipped aircraft can use this route) 

c. GOMUP (57N 010W) - 60N 015W - 61N 01630W - BREKI - KEF, (VHF coverage does not exist between 

GOMUP and 60N 015W, HF is required on this route) 

d. MOXAL - RATSU 

e. OSKUM - RATSU 

f. KEF - GIMLI - DA - SF - YFB 

g. KEF - EMBLA - 63N 030W - 61N 040W - OZN 

h. OZN - 59N 050W - ALTOD - PRAWN - YDP 

i. OZN - 59N 050W - CUDDY - PORGY - HO 

j. OZN - 58N 050W - HOIST - YYR. 

k. SF - DARUB (67N 060W) - YXP 

l. KU - EPMAN (66N 060W) - YXP 

m. KU - 64N 060W - MUSVA (64N 063W) - YFB; and 

n. RE - 6930N 02240W - CP. 




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Routes for aircraft with Short Range Navigation Equipment 

The following routes may be flown with short range navigation equipment (VOR/DME, ADF), but State approval for 

operation within MNPS Airspace is still necessary. 

1. VALDI - MY - ING - KEF 

(VALDI and G3 thereafter) 

2. GONUT - MY 

(GONUT and G11 thereafter) 


Procedures for aircraft suffering partial loss of navigation capability before entry into MNPS 

Airspace 

ICAO Annex 6, Parts I and II, Chapter 7, state a requirement for aeroplanes to be sufficiently provided with navigation 

equipment to ensure that, in the event of the failure of one item of equipment at any stage of flight, the remaining equipment 

will enable the aeroplane to proceed in accordance with MNPS where applicable. For flight in NAT MNPS Airspace, this is 

interpreted to mean that, while two sets of long range navigation equipment have to be carried when operating in the major 

part of the MNPS Airspace, there are routes on which only one set of long range navigation equipment has to be carried 

and on which the requirement for stand-by equipment is satisfied by the carriage of approved short range navigation 

equipment. 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: 

1. sufficient navigation capability remains to meet the MNPS, i.e. one LNRS plus short range navigation aids; 

2. the requirement of ICAO Annex 6, Parts I and II, Chapter 7 with regard to the provision of navigation equipment 

necessary to enable the aeroplane to be navigated in accordance with its operational flight plan and the requirements 

of ATS, can be met by relying on the use of short range navigation aids in the event of failure of the remaining LRNS; 

3. a revised flight plan is filed with the appropriate ATS unit; and 

4. an appropriate ATC clearance is obtained. 

Note - A revised oceanic ATC clearance will be issued after co-ordination between all OACs concerned. Should the OTS at 

the time of the incident extend to the northern part of the NAT Region, the aircraft concerned may be required to accept a 

lower than optimum flight level in its revised oceanic clearance, 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. 


Monitoring of Navigation Accuracies 

The horizontal (i.e. latitudinal and longitudinal) and vertical navigation performance of operators within NAT MNPS Airspace 

is monitored on a continual basis. If a deviation is identified, follow-up action after flight is taken, both with the operator and 

the State of Registry of the aircraft involved, to establish the cause of the deviation and to confirm the approval of the flight 

to operate in NAT MNPS and/or RVSM Airspace. The overall navigation performance of all aircraft in the MNPS Airspace 

is compared to the standards established for the Region, to ensure that the relevant Target Levels of Safety (TLSs) are 

being maintained. 




Data link mandated airspace 


The NAT data link mandate will be implemented incrementally via two phases. 

The first phase commenced 7 February 2013, with all aircraft operating on or at any point along two specified tracks within 

the NAT organized track system (OTS) (see ENR 1.8.3) between FL360 to FL390 inclusive required to be fitted with and 

using CPDLC and ADS-C equipment. The mandate is in effect during the OTS validity period, and is applicable to those 

flights that will cross 30W during the published track times. 

The second phase will commence 5 February 2015 in specified portions of NAT minimum navigation performance 

specifications (MNPS) airspace. The vertical and lateral dimensions of the airspace will be defined and advertised at a later 

date. 


The specified tracks are those for which the predicted loading is in the higher percentage of overall predicted NAT OTS 

loading on that day and are identified in the Remarks section of the NAT Organised Track message. Non compliant aircraft 

are not permitted to join or cross the specified tracks during the OTS validity period. However, continuous climb or descent 

through the specified levels may be available, subject to traffic. 



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ENR 1.8.2.3.2 Method of application 

ENR 1.8.2.3.2.1 The specified tracks are published as part of the OTS Message in REMARKS 2 

Example: 

REMARKS: 

1. TMI IS 108 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC 

CLEARANCE READ BACK. 

2. ADS-C AND CPDLC MANDATED OTS ARE AS FOLLOWS 

TRACK B 360 370 380 390 

TRACK D 360 370 380 390 

END OF ADS-C AND CPDLC MANDATED OTS 


Equipment 

Operators intending to conduct flights in the airspace defined above, shall be fitted with and shall operate Controller Pilot 

Datalink Communications (CPDLC) and Automatic Dependent Surveillance - Contract (ADS-C). The appropriate equipage 

to be indicated in Item 10 (equipment and capabilities) of the ICAO flight plan is as follows: 

• D1 (ADS-C with FANS 1/A capabilities); and 

• J2 (CPDLC FANS 1/A HFDL); and/or 

• J5 (CPDLC FANS 1/A SATCOM (INMARSAT)); and/or 

• J7 (CPDLC FANS 1/A SATCOM (Iridium)). 

Note.- Additional guidance can be found in the ICAO Global Operational Data Link Document (GOLD) on the ICAO NAT 

Region site http://www.paris.icao.int 


The Organised Track System (OTS) 

(NAT DOC007 Chapter 2) 


As a result of passenger demand, time zone differences and airport noise restrictions, much of the North Atlantic (NAT) air 

traffic contributes to two major alternating flows: a westbound flow departing Europe in the morning, and an eastbound flow 

departing North America in the evening. The effect of these flows is to concentrate most of the traffic unidirectionally, with 

peak westbound traffic crossing the 30W longitude between 1130 UTC and 1900 UTC and peak eastbound traffic crossing 

the 30W longitude between 0100 UTC and 0800 UTC. 


Due to the constraints of large horizontal separation criteria and a limited economical height band (FL310-400) the airspace 

is congested at peak hours. In order to provide the best service to the bulk of the traffic, a system of organised tracks is 

constructed to accommodate as many flights as possible within the major flows on or close to their minimum time tracks 

and altitude profiles. Due to the energetic nature of the NAT weather patterns, including the presence of jet streams, 

consecutive eastbound and westbound minimum time tracks are seldom identical. The creation of a different organised 

track system is therefore necessary for each of the major flows. Separate organised track structures are published each day 

for eastbound and westbound flows. These track structures are refered to as the Organised Track System or OTS. 


It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about half of NAT flights utilise the 

OTS. Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that joins or leaves an outer 

track of the OTS. There is also nothing to prevent an operator from planning a route which crosses the OTS. However, in 

this case, operators must be aware that whilst ATC will make every effort to clear random traffic across the OTS at published 

levels, re-routes or significant changes in flight level from those planned are very likely to be necessary during most of the 

OTS traffic periods. 




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Flight Plans 

Submission of flight plans 

(A2-3.3.1; P-ATM, Part 4.4) 

Flight plans for flights departing from points within adjacent regions and entering the NAT Region without intermediate stops 

shall be submitted as early as possible. 



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

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. 


Instructions for the completion of the ICAO Flight Plan form 

1. USE BLOCK CAPITALS. 

2. Adhere to the prescribed formats and manner of specifying data. 

3. Insert all clock times in 4 figures, UTC. 

4. Shaded areas preceding Item 3 - to be completed by ATS and COM services unless the responsibility for originating 

flight plan messages has been delegated. 

5. Complete Items 3 to 19 as indicated hereunder. 

6. Do not introduce obliques or spaces where they are not required. 

Note 1 - SIDs and STARs are not required in the flight plan for flights operating in the NAT Region. 

Note 2 - Flight planning requirements for BIRD domestic airspace is to be found in ENR 1.10. 



Contents of each ITEM in the ICAO FPL form 

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 Doc 4444, but include field 18 to ensure automatic data 

transfer. 


ITEM 7: AIRCRAFT IDENTIFICATION 

(Maximum 7 alphanumeric characters and without hyphens or symbols). 

INSERT:one of the following aircraft identifications, not exceeding 7 characters: 

1. 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); 

2. the nationality or common mark and registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA) when: 

a. 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); 

b. the aircraft is not equipped with radio, 

Note 1 -Standards for nationality, common and registration marks to be used are contained in Annex 7, Chapter 2. 

Note 2 -Provisions for the use of radiotelephony call signs are contained in 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 



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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. 


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 

INSERT: 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: 

H - HEAVY, to indicate an aircraft type with maximum certificated take-off mass of 136 000 kg (300 000 lb) or more. 

M - MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than 136 000 kg (300 000 lb) but 

more than 7000 kg (15 500 lb). 

L - LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7 000 kg (15 500 lb) or less. 


ITEM 10: EQUIPMENT AND CAPABILITIES 

Capabilities comprise the following elements: 

a. presence of relevant serviceable equipment on board the aircraft; 

b. equipment and capabilities commensurate with flight crew qualifications; and 

c. 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 the prescribed 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 available and 

serviceable: 




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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 NAT Region 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 RTF SATCOM (INMARSAT) 

M2 - ATC RTF (MTSAT) 

M3 - ATC RTF (Iridium) 

O - VOR 

P1-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 NAT Region 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 NAT Region 

regardless of the requested flight level shall insert the letter "W" in item 10a of the flight plan. 

X - MNPS approved - all MNPS-approved aircraft intending to operate in the NAT Region 

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: http://www.isavia.is/c. 

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 (Doc 9613). 

Note 5 - 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. 



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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 - Additional surveillance application should be listed in Item 18 following the indicator SUR/ 

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ITEM 13: DEPARTURE AERODROME AND TIME 

INSERT 

OR, 

INSERT 

OR, 

OR, 

INSERT 

the ICAO four-letter Location indicator of the aerodrome of departure as specified in Doc 7910, Location 

Indicators 

if no location indicator has been assigned, 

ZZZZ, and SPECIFY, in Item 18, the name and location of the aerodrome, preceded by DEP/, 

the first point of the route or the marker radio beacon preceded by DEP/…, if the aircraft has not taken off from 

the aerodrome, 

if the flight plan is received from an aircraft in flight, 

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 

OR, 

for a flight plan submitted before departure, the estimated off-block time (EOBT), 

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. 


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). 

1. Cruising speed (maximum 5 characters) 

INSERT: For turbo-jet aircraft intending to operate within the Bodö Oceanic, Gander Oceanic, New York Oceanic, 

Reykjavik, Santa Maria Oceanic and Shanwick Oceanic control areas, the 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. 

2. 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. 

3. INSERT: Route of flight described in terms of the following significant points 

a. Last domestic reporting point prior to ocean entry. 

b. Oceanic control area boundary entry point. 

c. Significant points formed as stated below. 

d. Oceanic control area boundary exit point. 

e. 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. 



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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. 

1. ATS ROUTE (2 to 7 characters). 

The coded designator assigned to the route or route segment (e.g. G3, G11, UB10, KODAP2A). 

2. SIGNIFICANT POINT (2 to 11 characters). 

The coded designator (2 to 5 characters) assigned to the point (e.g. MY, ING, LARUX), 

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. 46N078W. 

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. 4620N07805W. 

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. 

3. 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. 

Examples: 

LN/N0284A045 

MAY/N0305F180 

HADDY/N0420F330 

4602N07805W/M082F350 

DUB180040/N0350M084 

4. 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. 

Examples: 

LN VFR, LN/N0284A050 IFR 

5. 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/48N050W/M082F290F350, C/48N050W/M082F290PLUS, C/52N050W/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: 

a. 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. 

b. 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. 

Requirements for Flight Plans entering the Reykjavik CTA from the Edmonton CTA 

Flight plans shall contain entry points as follows: 

a. at or north of 82N, a boundary position at 060W 

b. south of 82N, one of the following waypoints: APSIN, ROGSO, BUDUM, DEXUN, ELNUS, PAMLA, SINVU, DOGGY, 

LENIM, GELBO, DAPAK, MEDPA, INGUM, NADMA, ADSAM, BOPUT, CANEL, DARUB, EPMAN 

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Requirements for Flight Plans on random route segments at/or south of 70 degrees North 

For flights operating at or south of 70N, the planned tracks shall normally be defined by significant points formed by the 

intersection of half or whole degrees of latitude with meridians spaced at intervals of 10° from the Greenwich meridian to 

longitude 70W. 

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). 

a. For flights operating along the fixed ATS route network between Canada, the United States, Bermuda and the CAR 

Region, the track shall be defined by appropriate reference to this route network. 

b. Eastbound flights departing Keflavik shall file their route via OSKUM if crossing 010W between 64N and RATSU 

inclusive.These flights shall not file their route via ALDAN. 

c. Eastbound flights departing Reykjavik shall file their route via MOXAL if crossing 010W between 64N and RATSU 

inclusive. These flights shall not file their route via ALDAN. 

d. For westbound flights inbound to Keflavik/Reykjavik shall file their route via ING G3 GAKTU KEF/EL or ALDAN 

ARBEX KEF/EL if crossing 010W between 64N and ATSIX inclusive. 

e. Eastbound flights outbound from Keflavik/Reykjavik crossing 010W at or south of ATSIX shall file their route via 

BREKI or CELLO. 

f. For flights inbound/outbound to/from Keflavik/Reykjavik via other than the above mentioned positions, normal flight 

planning procedures apply. 

g. Flights routing along 61N between RATSU and GUNPA shall not file their route via any intermediate reporting points 

between RATSU and GUNPA. 

h. Eastbound flights planning to exit Reykjavik CTA between 61N and 63N at 00W shall file their route via one of the 

following waypoints: GUNPA, VALDI, IPTON, INGAL or ISVIG. 

i. Flights planning to exit Reykjavik CTA into Scottish CTA shall file their route via one of the following waypoints: 

BARKU, DEVBI, BESGA, OLKER, GONUT or LIRKI. 

j. Flights planning to enter Reykjavik CTA from Scottish CTA shall file their route via one of the following waypoints: 

BARKU, DEVBI, BESGA, OLKER, GONUT or LIRKI. 

k. Flights entering Gander Oceanic and then proceeding either through Montreal airspace and Edmonton airspace, or 

directly into Edmonton before entering Reykjavík 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 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 degree 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 



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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 track details must be 

specified in the flight plan. The track letter should 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 Gander/Shanwick OACs and Reykjavík 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. 


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 

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/. 

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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 NAT Region shall insert the A1 descriptor, following 

the PBN/ indicator. 

B1 RNAV 5 all permitted sensors 

B2 RNAV 5 GNSS 

B3 RNAV 5 DME/DME 

B4 RNAV 5 VOR/DME 

B5 RNAV 5 INS or IRS 

B6 RNAV 5 LORANC 

C1 RNAV 2 all permitted sensors 

C2 RNAV 2 GNSS 

C3 RNAV 2 DME/DME 

C4 RNAV 2 DME/DME/IRU 

D1 RNAV 1 all permitted sensors 

D2 RNAV 1 GNSS 

D3 RNAV 1 DME/DME 

D4 RNAV 1 DME/DME/IRU 



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RNP SPECIFICATIONS 

L1 RNP 4 

All RNP 4 approved aircraft intending to operate in the NAT Region shall insert the L1 descriptor 

O1 Basic RNP 1 all permitted sensors 

O2 Basic RNP 1 GNSS 

O3 Basic RNP 1 DME/DME 

O4 Basic RNP 1 DME/DME/IRU 

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/, as required by the appropriate ATS 

authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation, 

e.g. NAV/GBAS SBAS. 

COM/ Indicate communications applications or capabilities not specified in Item 10a. 

DAT/ Indicate data applications or capabilities not specified in 10a. 

SUR/ Include surveillance applications or capabilities not specified in Item 10b. 

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 relevant 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. 4620N07805W (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 relevant 

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 NAT Region shall insert the aircraft registration in Item 18 of the flight plan, following 

the REG/ indicator. 

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) when required 

by the appropriate ATS authority. 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. 

Note - In some areas, flight plan reception centres may insert the ORGN/ identifier and originator's AFTN address 

automatically. 

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PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services - 

Aircraft Operations (PANS-OPS, Doc 8168), Volume I - Flight Procedures, if so prescribed by the appropriate ATS authority. 

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 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 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 when required by the appropriate ATS authority or deemed necessary. 


ITEM 19: SUPPLEMENTARY INFORMATION 

Note - This information is NOT normally included in transmission of flight plan message. It is retained, however, at location 

of filing of flight plan. 

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). 



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INSERT name of pilot-in-command. 


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 - Additional information on Air-Ground Communication and in-Flight Reporting is contained in GEN 3.4. 

Note - Information on frequencies can be found in section ENR 2.1. 


Time or place of position reports 

A controlled flight shall report to the appropriate air traffic services unit, as soon as possible, the time and level of passing 

each designated compulsory reporting point, together with any other required information. Position reports shall similarly be 

made in relation to additional points when requested by the appropriate air traffic services unit. In the absence of designated 

reporting points, position reports shall be made at intervals prescribed in 1.8.5.1.1. Controlled flights providing position 

information to the appropriate air traffic services unit via data link communications shall only provide voice position reports 

when requested. 

Note.- The conditions and circumstances in which ADS-B or SSR Mode C transmission of pressure-altitude satisfies the 

requirement for level information in position reports are indicated in the PANS-ATM 

(Doc 4444). 


Unless otherwise required by air traffic services, position reports for flights on routes not defined by designated reporting 

points shall be made at the significant points listed in the flight plan. 

1. Air traffic services may require any flight operating predominantly in an east-west direction to report its position at 

any of the intermediate meridians spaced at intervals of: 

a. 10° of longitude south of 70N (between 5W and 65W), and 

b. 20° of longitude north of 70N (between 10W and 50W). 

2. Air traffic services may require any flight operating generally in north-south direction to report its position at any 

intermediate parallel at latitude when deemed necessary. 

3. In requiring aircraft to report their position at intermediate intervals, the air traffic services authorities will be guided 

by the requirement to have position information at approximately hourly intervals and also by the need to cater for 

varying types of aircraft and for varying traffic and meteorological conditions. 


Position information shall be based on the best obtainable navigation fix. The time of fixing aircraft position shall be arranged 

so as to provide the most accurate position information and estimates possible. 

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Contents of position reports 

(P-ATM, 4.11 and 4.12) 


Position and time 

1. Verbal positions reports shall be identified by the spoken word "Position" transmitted immediately before or after the 

aircraft identification. 

2. Except as provided in 3. below, position shall for flights outside the ATS route network, be expressed in terms of 

latitude and longitude. For flights whose tracks are predominantly east or west, latitude shall be expressed in 

degrees and minutes, longitude in degrees only. For flights whose tracks are predominantly north or south, latitude 

shall be expressed in degrees only, longitude in degrees and minutes. 

3. Aircraft operating in an organized track system for supersonic aircraft operations may report their positions by 

reference to the track code with the longitude of the reporting point. 

4. When making position reports all times should be expressed in four digits, giving both the hour and minutes 


Next position and time over 

1. “Next position” shall normally be expressed as the significant point at which the aircraft is next required to report its 

position. 

2. The name or location of the ensuing significant point following the "next position and estimated time" shall be given 

when making position reports within oceanic control areas. 

3. If the estimated time for the next position last reported to air traffic control is found to be in error by three minutes or 

more, a revised estimate shall be transmitted to the ATS unit concerned as soon as possible. 


Level 

Aircraft cleared for cruise climb shall report their level to the nearest 100 feet (30 m). 

Note 1 - Levels so reported, e.g. 354, may not necessarily be flight levels as defined in the PANS-OPS, Part III. 


Abbreviated reports 

1. When operating in an organized track system for supersonic aircraft operations, position reports may be abbreviated 

as notified by the appropriate ATS authority concerned. 

2. Abbreviated position reports for supersonic aircraft shall consist of aircraft identification, position and time. 


Transmission of position reports 

(P-ATM, 4-11) 


Position reports made by aircraft operating within an oceanic control area at a distance of 60 NM (110 km) or less from the 

common boundary with an adjacent oceanic control area, including aircraft operating on tracks through successive points 

on such boundary, shall also be made to the area control centre serving the adjacent control area. 


Responsibility for the transmission of position reports to the additional ATS units specified in 1.8.5.3.1 may be delegated to 

the appropriate communication station(s) through local agreement. 


Meteorological reports 

When voice communications are used, oceanic area control centres shall designate, from among the aircraft intending to 

operate on the organized tracks, those which shall be required to report routine meteorological observations at each 

prescribed reporting point. This designation shall be made by the oceanic area control centre delivering the oceanic 

clearance, using the phrase “SEND MET REPORTS”, and should normally be made so as to designate one aircraft per track 

at approximately hourly intervals. 

Note - When air-ground data link is being used for meteorological reporting during flight, no aircraft observations by voice 

communications are required, in accordance with Annex 3, 5.3.1. 



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ENGLISH 


Radio Communication Failure in NAT Region 

(P - OPS, Vol. 1, Part III) 


The following procedures are intended to provide general guidance for aircraft operating into or from the NAT Region 

experiencing a communications failure. These procedures are intended to complement and not supersede State 

procedures/regulations. It is not possible to provide guidance for all situations associated with communications failure 


General 

The pilot shall attempt to contact either another aircraft or any ATC facility and inform it of the difficulty and request that 

information be relayed to the ATC facility with whom communications are intended. 


Communications failure prior to entering NAT Region 

If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared 

oceanic entry point, level and speed 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. 

If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first 

oceanic entry point, level and speed, 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. 



Communications failure prior to exiting NAT Region 

Cleared on filed flight plan route 

The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance, including level and 

speed, to the last specified oceanic route point, normally landfall, then continue on the filed flight plan route. The pilot shall 

maintain the last assigned oceanic level and speed to landfall and, after passing the last specified oceanic route point, the 

pilot shall conform with the relevant State procedures/regulations. 


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, to the last specified oceanic route point, normally landfall. After passing this point, the pilot shall conform with the 

relevant State procedures/regulations and rejoin the filed flight plan route by proceeding, via the published ATS route 

structure where possible, to the next significant point ahead as contained in the filed flight plan. 

Note 1 - 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. 

Note 2 Due to their sensitivity to atmospheric conditions, HF communications are inherently less reliable than VHF. 

Adverse propagation conditions may completely preclude communications in specific volumes of airspace, especially at 

high latitudes during periods of high sunspot activity. Such a failure of HF communications is likely to impact all aircraft in 

the affected area, that assumption is indeed factored into the application of air traffic services. It is therefore imperative 

under such HF-blackout circumstances that all aircraft continue to adhere to their clearances and do NOT invoke radio 

communications failure (RCF) procedures that stipulate divergence from the cleared flight level. 


The use of satellite communications (SATCOM) 

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 SATCOM telephone if so equipped. SATCOM voice 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. 

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Special Procedures for In - Flight Contingencies 

General 

The following procedures are intended for guidance only. Although all possible contingencies cannot be covered, they 

provide for the more frequent cases, such as: 

1. inability to maintain assigned level; 

2. en-route diversion across the prevailing NAT traffic flow; and 

3. 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. 


General procedures 

The following general procedures apply; 

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. 

The radiotelephony distress signal (MAYDAY, MAYDAY, MAYDAY) or urgency signal (PAN PAN, PAN PAN, PAN PAN) 

shall be used as appropriate. 

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. broadcast position (including the ATS route designator or the track code, as appropriate) and intentions at frequent 

intervals on frequency 121.5 MHz, with 123.45 MHz as a backup frequency. If, however, the aircraft is in an area 

where ATC communications are being conducted on VHF, pending receipt of any reclearance, the position and 

intentions should be broadcast on the current control frequency, rather than 123.45 MHz; 

2. turn on external lights; and 

3. maintain a watch (utilizing airborne collision avoidance system (ACAS) if available) for conflicting traffic. 

Aircraft should be flown at a flight level and/or on offset track where other aircraft are least likely to be encountered. 



The following guidance is recommended for aircraft operating within NAT airspace. 

Initial action 

If unable to obtain prior air traffic control clearance, the aircraft should leave its assigned route or track by initially turning 90 

degrees to the right or left to acquire on offset track of 15 NM (28 km). The direction of the turn should, where possible, 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 

location of an alternate airport, terrain clearance, levels allocated on adjacent routes or tracks and any known SLOP offsets 

adopted by other nearby traffic. 


Subsequent action (using offset procedures) 

1. An aircraft that is able to maintain its assigned flight level, once established on the offset track, should: 

climb or descend to select a flight level which differs from those normally used by 150 m (500 ft). 

2. An aircraft that is unable to maintain its assigned flight level should: 

a. initially minimize its descent rate to the extent possible; 

b. take account of other aircraft possibly being laterally offset from its track; 

c. select a flight level which differs from those normally used by 150 m (500 ft) 

d. if it is random track aircraft operating in MNPSs airspace and its distance is less than 60 NM (110 km) from 

any organized track, establish and maintain a 15 NM (28 km) offset track from any OTS track prior to initiating 

descent if the aircraft is able to do so; and 

e. contact ATC as soon as practicable and request a revised ATC clearance. 

3. An aircraft that is not MNPS/RVSM approved and is unable to maintain a flight level above MNPS/RVSM airspace 

should descend to a flight level below MNPS/RVSM airspace. 

4. An aircraft compelled to make a descent through MNPS airspace, whether continuing to destination or turning back, 

should if its descent will conflict with an organized track: 

a. plan to descend to a level below FL 280; 

b. prior to passing FL 410, proceed to a point midway between a convenient pair of organized tracks prior to 

entering that track system from above; 

c. while descending between FL 410 and FL 280, maintain a track that is midway between and parallel with the 

organized tracks; and 

d. contact ATC as soon as practicable and request a revised ATC clearance. 



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ENGLISH 


En-route diversion across the prevailing NAT air traffic flow 

1. Before diverting across the flow of adjacent traffic, the aircraft should climb above FL 410 or descend below Fl 280 

using the procedures specified in 1.8.7.3.2. However, if the pilot is unable or unwilling to do so, the aircraft should 

be flown at a level as defined in 1.8.7.3.2.1. for the diversion until a revised ATC clearance is obtained. 

ENR 1.8.7.4 Weather deviation procedures for oceanic-controlled airspace (NAT Doc007 13.4) 

ENR 1.8.7.4.1 General 

1. 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. 

2. 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 1.8.7.4.4. 

3. 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. 



Obtaining priority from ATC when weather deviation is required 

1. When the pilot initiates communications with ATC, rapid response may be obtained by stating “WEATHER 

DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. 

2. The pilot still retains the options of initiating the communications using the urgency call “PAN PAN” (preferably 

spoken three times) to alert all listening parties to a special handling condition which will receive ATC priority for 

issuance of a clearance or assistance. 

Actions to be taken when controller-pilot communications are established 

1. The pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the extent of the 

deviation expected. 

2. ATC takes one of the following actions: 

a. if there is no conflicting traffic in the horizontal plane ATC will issue clearance to deviate from track; or 

b. if there is conflicting traffic in the horizontal plane ATC separates aircraft by establishing appropriate 

separation; or 

c. if there is conflicting traffic in the horizontal plane and ATC is unable to establish appropriate separation, ATC 

shall: 

i. advise the pilot of inablility to issue clearance for requested deviation; 

ii. advise the pilot of conflicting traffic; and 

iii. request the pilot´s intentions. 

SAMPLE PHRASEOLOGY 

“UNABLE (requested deviation), 

TRAFFIC IS (call sign, position, altitude, direction), 

ADVISE INTENTIONS.” 

3. The pilot will take the following actions: 

a. advise ATC of intentions; and 

i. comply with the ATC clearance issued; or 

ii. execute the procedures detailed in 1.8.7.4.4; and 

b. if necessary, establish voice communications with ATC to expedite dialogue on the situation. 

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

1. The provisions of this section apply to situations where a pilot has the need to exercise the authority of a pilot-incommand 

under the provisions of Annex 2, 2.3.1. 

2. If a revised ATC clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall 

take the following actions: 

a. if possible, deviate away from the organized track or route system; 

b. 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; 

c. 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 1.8.7.4.4. 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. 

d. turn on all aircraft exterior lights (commensurate with appropriate operating limitations); 

e. for deviations of less than 10 NM (19 km), aircraft should remain at a level assigned by ATC; 

f. for deviations of greater than 10 NM (19 km), when the aircraft is approximately 10 NM (19 km) from track, 

initiate a level change based on the following criteria: * 

g. when returning to track, be at its assigned flight level, when the aircraft is within approximately 10 NM (19 km) 

of centre line; and 

h. 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. 

* Route centre line track Deviations > 10 NM (19 km) Level change 

EAST 000° - 179° magnetic 

WEST 180° - 359° magnetic 

LEFT 

RIGHT 

LEFT 

RIGHT 

DESCEND 90 m (300 ft) 

CLIMB 90 m (300 ft) 

CLIMB 90 m (300 ft) 

DESCEND 90 m (300 ft) 



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ENGLISH 

ENR 1.8.8 Air Traffic Control Clearances 

ENR 1.8.8.1 Contents of clearances (A11 - 3.7; P-ATM, 4.5.4,4.5.7 AND 11.4.2.5.2) 

An abbreviated clearance shall only be issued by ATS when clearing an aircraft to follow one of the organized tracks 

throughout its flight within the NAT control areas, or when clearing an aircraft to follow its flight plan route. In all other 

circumstances, full details of the cleared track shall be specified in the clearance message. 

1. When an abbreviated clearance is issued to follow one of the organized tracks it shall include: 

a. cleared track specified by the track code; 

b. cleared flight level(s); 

c. cleared Mach Number (if required); 

d. if the aircraft is designated to report meteorological information in flight, the phrase “SEND MET REPORTS”. 

2. On receipt of an abbreviated clearance the pilot shall read back the contents of the clearance message. In addition, 

when cleared to follow one of the organized tracks, the pilot shall read back full details of the track specified by the 

code letter, except where alternative procedures using VHF techniques exist which include provision for the 

confirmation of cleared track by the pilot. 

When an abbreviated clearance is issued to follow the flight plan route, it shall only be issued using direct controller/pilot 

communication, and shall include: 

1. the expression “cleared via flight planned route“; 

2. cleared flight level(s); 

3. cleared Mach Number (if required). 

On receipt of an abbreviated clearance, the pilot shall read back the contents of the clearance message. In addition, when 

cleared via "flight planned route", the pilot shall read back full details of the flight plan route. 

A pilot-in-command shall, if at any time in doubt, request a detailed description of the route from ATS. 

The ATC-approved Mach number shall be included in each clearance given to subsonic turbo-jet aircraft operating within 

Bodö Oceanic, Gander Oceanic New York Oceanic, Reykjavik, Santa Maria Oceanic and Shanwick Oceanic areas. 


Adherence to ATC approved route 

(A2 - 3.6.2) 

If an aircraft has inadvertently deviated from the route specified in its ATC clearance it shall forthwith take action to regain 

such route within 100 NM (185 km) from the position at which the deviation was observed 


Adherence to ATC approved Mach number 

(A2 - 3.6.2) 

Turbo-jet aircraft operating within controlled airspace shall adhere to the Mach number approved by ATC and shall request 

ATC approval before making any change thereto. If essential to make an immediate temporary change to the Mach number 

(e.g. due to turbulence), ATC shall be notified as soon as possible that such a change has been made. 

If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during en-route climbs and 

descents, pilots of aircraft concerned shall advise ATC at the time of the climb/descent request. 


Clearances relating to flights subject to maintaining own separation and remaining in visual 

meteorological conditions (VMC) (A11 - 3.3; P-ATM, 5.9) 

Clearances to climb or descend maintaining own separation while in VMC shall not be granted 


Oceanic Clearance 

A clearance issued by Reykjavik Centre to an aircraft entering Reykjavik CTA becomes effective only at the Reykjavik CTA 

boundary. It is the responsibility of the pilot to obtain from the appropriate ATC authority any necessary clearance or 

reclearance to enable him to comply with the oceanic clearance. 

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ENGLISH 


Requests for Oceanic Clearance 

Aircraft entering the Reykjavik Control Area shall request an oceanic clearance prior to entering the Reykjavik OCA as 

follows: 

1. On data link in accordance with the document “Reykjavik Data Link Oceanic Clearance Delivery (OCD) Crew 

Procedures”. The document can be obtained from the ICAO European and North Atlantic (EUR/NAT) office website 

http://www.paris.icao.int/ (Documents -> NAT Docs -> NAT OPS Bulletins). 

2. From Iceland Radio on HF. HF Frequencies and operational hours are listed in GEN 3.4.4.4. 

3. Aircrews approaching Reykjavik airspace from the Scottish and Stavanger areas can contact Iceland Radio on VHF 

primary 127.85, secondary 129.625 to obtain their Oceanic Clearance. 

Reykjavik cannot issue oceanic clearances until coordination data has been received from the adjacent air traffic control 

centre and the flight data has been activated within the Reykjavik Flight Data Processing System (FDPS). This occurs a 

certain time before the aircraft is estimated to enter the Reykjavik CTA and the time interval varies depending on the control 

area from which the aircraft enters the Reykjavik CTA. The following can be used as guidelines for the crew to determine 

when the RCL message can be accepted by the Reykjavik FDPS 

Aircraft entering the Reykjavik CTA from the following 

CTA 

Stavanger 

Scottish 

Edmonton 

Murmansk 

Send the RCL when the aircraft is less than this many 

minutes from the Reykjavik CTA Entry Point 

25 minutes 

25 minutes 

45 minutes 

30 minutes 

Rule of thumb: 

Send RCL when 20-25 minutes from the Entry Point. 

Aircraft that are not data link equipped and are unable to contact Iceland Radio on HF/VHF should request the ATC authority 

for the airspace in which they are operating to relay their request for Oceanic Clearance to Reykjavík Centre. Pilots should 

always endeavour to obtain Oceanic Clearance prior to entering Reykjavik OCA; however if any difficulty is encountered the 

pilot should not hold while awaiting Clearance unless so directed by ATC. In such circumstances, pending receipt of the 

Oceanic Clearance, the aircraft should continue to maintain the flight level cleared by the current control authority. 

Aircraft obtaining an oceanic clearance from Iceland Radio on HF/VHF should also maintain communication with the ATC 

authority for the airspace in which they are operating. 

Oceanic clearances via NAT Tracks: Reykjavik OACC will issue oceanic clearances for NAT tracks using the track letter 

without the current NAT Track message identification number (TMI). 

Example of ATC issued clearance TMA159 is cleared to Washington via track Bravo from RATSU maintain Flight Level 

Three Four Zero, Mach decimal eight four. 

Pilots are expected to include the NAT Track message identifier (TMI) number in the read back of the Oceanic clearance. 

Example of pilot read back: TMA159 is cleared to Washington via track Bravo 283 from RATSU maintain Flight Level Three 

Four Zero, Mach decimal eight four. 

If the Track message ident number is included in the read back there is no requirement for the pilot to read back the NAT 

Track co-ordinates. 

If any doubt exists as to the Track message ident or the NAT Track co-ordinates the pilot should request the full Track coordinates. 

Similarly if the pilot cannot correctly identify the Track message identification, the NAT Track co-ordinates will be read in full 

and a read back of those co-ordinates are required. 

Aircraft departing BIKF or BIRK. To expedite the climb to optimal level, pilots are to confirm their requested enroute FL when 

requesting their oceanic clearance from the GND on VHF. 



AIRAC AMDT 054

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ICELANDIC 

ENR 1.8.9 Separation of Aircraft 

ENR 1.8.9.1 Lateral separation (P-ATM, 5.4.1 and 5.11) 

ENR 1.8.9.1.1 Minimum lateral separation shall be: 

AIP Iceland 


ENGLISH 

1. 60 NM (110 km) between aircraft which meet the Minimum Navigation Performance Specifications (MNPS) provided 

that a portion of the route of the aircraft is within, above, or below MNPS airspace; 

2. 90 NM (167 km) between aircraft operating outside the MNPS airspace and at least one aircraft does not meet the 

MNPS: 

a. between the Iberian Peninsula and the Azores Islands; and 

b. between Iceland and points in Scandinavia and in the United Kingdom; 

3. 90 NM (167 km) between aircraft operating outside MNPS airspace where no portion of the route of the aircraft is 

within, above, or below MNPS airspace: 

a. between the United States or Canada and Bermuda; and 

b. west of 55°W between the United States, Canada or Bermuda and points in CAR Region; 

4. 120 NM (223 km) between other aircraft; 

except that lower minima in 5.4.1.2 of the PANS-ATM (Doc 4444) may be applied, or further reduced in accordance 

with 5.11, where the conditions specified in the relevant PANS-ATM provisions are met (see ENR 1.8.9.4 below). 


In the practical application of the minima in 1.8.9.1.1 above, tracks may by spaced with reference to their difference in 

latitude, using one degree instead of 60 NM (110 km); one and one-half degrees instead of 90 NM (167 km); and two 

degrees instead of 120 NM (223 km), 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 58N; 

2. two degrees north of 58N and south of 70N; and 

3. one degree at or north of 70N and south of 80N. 

At or north of 80N, or where the above rates of change of latitude are exceeded, the required lateral separation must be 

ensured by reference to the track spacing expressed in nautical miles. 


(P-ATM, 5.4.2 and 5.11) 



Longitudinal separation 

Subsonic Transport Operations 

1. Minimum longitudinal separation between turbojet aircraft shall be: 

a. 15 minutes; or 

b. 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: 

i. at least 10 minutes longitudinal separation exists at the point where the tracks diverge; and 

ii. at least 5 minutes longitudinal separation will exist where lateral separation is achieved; and 

iii. 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 (1112km) of the common point, whichever is estimated to occur first. 

Note - The minima contained in 1.8.9.2.1.1 b are in addition to those found in the PANS-ATM (Doc 4444), 

5.4.2.4, Longitudinal separation minima with Mach number technique based on time. 

2. Minimum longitudinal separation between non-turbo-jet aircraft shall be: 

a. 30 minutes; and 

b. 20 minutes in the West Atlantic Route System (WATRS) area. 

Note - The WATRS area is defined beginning at a point 2700N 7700W direct to 2000N 6700W direct to 1800N 

6200W direct to 1800N 6000W direct to 3830N 6000W direct to 3830N 6915W, thence counterclockwise along the 

New York Oceanic control area/flight information region boundary to the Miami Oceanic control area/flight 

information region boundary, thence southbound along the Miamy Oceanic control area/flight information region 

boundary to the point of beginning. 

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. 




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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. 


Vertical separation 

Between FL 290 and FL 410 inclusive, 1000 ft (300 m) vertical separation can be applied in the NAT Region. 

ENR 1.8.9.4 Information on application of separation minima (NAT Doc 008) 

Where, circumstances permitting, separation minima lower than those specified in 1.8.9.1 and 1.8.9.2 will be applied in 

accordance with PANS-ATM, appropriate information should be published in Aeronautical Information Publications so that 

users of the airspace are fully aware of the portions of the airspace where the reduced separation minima will be applied 

and of the navigation aids on the use of which those minima area based. 



Horizontal separation minima relating to airspace reservations 

Separation minima between moving temporary reservations 

1. Lateral separation shall be: 

a. 60 NM (110 km) between the closest tracks of any aircraft for which the airspace is reserved, provided all 

aircraft or formation flights meet the MNPS; or 

b. 120 NM (223 km) between the closest tracks of any aircraft for which the airspace is reserved, except that in 

the New York OCA west of 60°W, 90 NM (167 km) may be applied. 

Note - A formation flight with at least one of the aircraft in the formation meeting the MNPS is deemed to meet the 

requirement for the application of 60 NM (110 km) in a. 

2. Longitudinal separation shall be 60 minutes. 


Separation minima between stationary temporary airspace reservations 


a. 60 NM (110 km) between the boundaries of stationary temporary airspace reservations, provided the 

requesting agencies have guaranteed to confine their activities to the requested airspace, except that in the 

New York OCA west of 60W, 45 NM (84 km) may be applied; or 

b. 120 NM (223 km) between the boundaries of the airspace reservations, if no guarantees have been given, 

except in the New York OCA west of 60°W, 90 NM (167 km) may be applied. 


Separation minima between moving temporary airspace reservations and other aircraft 


a. 60 NM (110 km) 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 MNPS 

requirements and a portion of the route of the aircraft is within, above or below MNPS airspace; or 

b. 60 NM (110 km) 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 MNPS requirements and a 

portion of the route of the aircraft is within, above or below MNPS airspace; or 

c. 120 NM (223 km) 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, except that in New York OCA west 

of 60W, 90 NM (167 km) may be applied. 



AIRAC AMDT 056

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16 OCT 2014 

ICELANDIC 


AIP Iceland 


Separation minima between stationary temporary airspace reservations and other aircraft 

ENGLISH 


a. 30 NM (56 km) 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 MNPS requirements and a portion of the route of the aircraft is within, above or below MNPS 

airspace and the requesting agency has guaranteed to confine its activities to the requested airspace; or 

b. 60 NM(110 km) 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 MNPS requirements and a portion of the route of the aircraft is within, above or below MNPS 

airspace and the requesting agency has not guaranteed to confine its activities to the requested airspace; or 

c. 60 NM (110 km) 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 MNPS requirements and the requesting agency has guaranteed to confine its activities to the 

requested airspace, except that in New York OCA west of 60W 45 NM (84 km) may be applied; or 

d. 120 NM (223 km) 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 MNPS requirements and the requesting agency has not guaranteed to confine its activities to 

the requested airspace, except that in New York OCA west of 60W 90 NM (167 km) may be applied. 

ENR 1.8.9.6 Application of reduced separation minima (NAT Doc 008) 

Separation in accordance with PANS-ATM may be applied for flights in direct Controller Pilot Communication (DCPC) that 

are; 

1. within the Domestic Sector, 

2. within the Oceanic Sector utilizing and within reliable reception distance of a radio navigation aid. 

Note 1 - Navigational aids in Faeroe Islands and Greenland may be used to determine whether opposite aircraft have 

passed each other. 

Note 2 - DME separation may be applied where a direct controller/pilot communication exists. 

Note 3- Separation based on ATS Surveillance system may be applied within coverage of ATS Surveillance systems in 

BIRD CTA. 


Aircraft traversing the boundary of Gander and Reykjavik CTAs, for which reduced lateral separation is applied, will be 

accepted by the receiving centre provided aircraft are diverging and will continue to diverge until another form of separation 

is established. 


Use of secondary Surveillance Radar (SSR) and Automatic Dependent Surveillance 

Broadcast (ADS-B) 

(P-ATM Chapter 8, P-OPS, Vol 1, Section III) 


Carriage and operation of pressure-altitude reporting SSR transponder 

All aircraft operating as IFR flights in the NAT Region shall be equipped with a pressure-altitude reporting SSR transponder. 


Carriage and operation of 1 090 MHz extended squitter (1090ES) ADS-B equipment 

An aircraft carrying 1090 MHz extended squitter (1090ES) ADS-B equipment shall disable ADS-B transmission unless:.. 

a) the aircraft emits position information of an accuracy and integrity consistent with the transmitted values of the position 

quality indicator; or 

Note. The following documents provide guidance for the installation and airworthiness approval of ADS-B OUT system in 

aircraft and ensure compliance with a) above: 

1. European Aviation Safety Agency (EASA) AMC 20-24; or 

2. FAA AC No. 20-165A - Airworthiness Approval of ADS-B; or 

3. Configuration standards reflected in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety 

Authority of Australia. 

b) the aircraft always transmits a value of 0 (zero) for one or more of the position quality indicators (NUCp, NIC, NAC or 

SIL), when the requirements of a) above cannot be met; or 

c) the operator has received an exemption granted by Isavia 




16 OCT 2014 

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Note. Aircraft operators wishing to receive an exemption from the procedures specified above for an individual flight shall 

apply for an exemption to Isavia at least 5 days in advance of the flight. Any approvals for such exemptions may be 

contingent on specific conditions such as routing, flight level and time of day. Applications for exemptions shall be sent to 

Isavia at e-mail address acc@isavia.is. 



Operation of transponders 

SSR transponders 

1. Unless otherwise directed by ATC, pilots of aircraft equipped with SSR flying in NAT flight information regions shall 

retain the last assigned identity (Mode A) code for period of 30 minutes after entry into NAT airspace and operate 

using the identity (Mode A) code 2000 after this period. 

Note - This procedure does not affect the requirement for continuous operation of Mode C (when serviceable 

equipment is carried) or the use of the special purpose codes (7500, 7600, 7700) in cases of unlawful interference, 

radio failure, interception or emergency. 

2. When it is necessary to stop IFF/SIF transponders from replying on Mode A/3, pilots shall be requested to switch off 

Mode 3 (see 1.8.10.5.1 “STOP SQUAWK THREE”). In no case shall they be requested to switch to STANDBY, since 

operation of the STANDBY switch stops the IFF/SIF transponder from replying on all modes. 

Note - Some military aircraft are required to operate IFF transponders for non air traffic control purposes simultaneously 

with and independently of their operation in mode A for air traffic control purposes. 


ADS-B transmitters 

1. Aircraft equipped with ADS-B having an aircraft identification feature shall transmit the aircraft identification as 

specified in Item 7 of the ICAO flight plan or, when no flight plan has been filed, the aircraft registration. 

2. Whenever it is observed on the situation display that the aircraft identification transmitted by an ADS-B equipped 

aircraft is different from that expected from the aircraft, the pilot shall be requested to confirm and, if necessary, reenter 

the correct aircraft identification. 

3. Most ADS-B transmitters (DO-260 compliant ADS-B transmitters) incorporate a single emergency bit for the squawk 

codes 7500, 7600 and 7700 and therefore do not indicate the nature of the emergency. Thus when activated, the 

pilot will need to contact ATC to communicate the type of emergency. 

Such ADS-B transmitters are also unable to squawk ident while the general emergency mode is being transmitted. 

Other ADS-B transmitters operate the emergency and/or urgency mode as follows: 

a. emergency; 

b. communication failure; 

c. unlawful interference; 

d. minimum fuel; and/or 

e. medical. 


Operation of SSR/ADS-B equipment and displays 

1. SSR derived information shall be checked by use of special monitoring devices, or by correlation of an identified 

primary radar blip with the appropriate SSR response. 

2. Downlinked ADS-B data shall not be used by the ATC system for determining aircraft position when any of the 

position quality indicators (NUCp, NIC, NAC or SIL) have a value of 0 (zero) 

3. The “all codes” setting shall be used when it is desired to display for air traffic control purposes all aircraft in a 

specified area that are equipped with SSR or IFF/SIF transponders; the “all aircraft” setting shall be used when it is 

desired to display also aircraft equipped with basic IFF transponders. 



AIRAC AMDT 056

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16 OCT 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

ENR 1.8.10.3 SSR and ADS-B Phraseology (P-ATM. 12.4.3) 

Phrase 

SQUAWK [(code)] [AND] 

IDENT 

TRANSMIT ADS-B IDENT 

IDENTIFIED 

IDENTIFICATION 

TERMINATED 

RE-ENTER [ADS-B or 

MODE S] AIRCRAFT 

IDENTIFICATION 

SQUAWK LOW 

SQUAWK NORMAL 

To request the operation of the ident feature 

To request the operation of the ident feature 

Identification of aircraft 

Termination of radar and/or ADS-B service 

To request reselection of aircraft identification 

Turn master control to "low" sensitivity position, retaining present mode and code. 

Turn master control to "normal" position, retaining present mode and code. 

STOP SQUAWK THREE* Switch off Mode 3. 

*This phrase is reserved for use with military aircraft only 




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Special Procedures Applicable in Designated Airspace 

Establishment and use of organized track system (OTS) 

1. When necessary in order to permit the optimum use of the airspace, the area control centres serving Gander 

Oceanic, New York Oceanic, Santa Maria Oceanic and Shanwick Oceanic control areas may, subject to coordination 

with each other and, when appropriate, with Reykjavik Area Control centre, establish an organized track system. The 

following procedures shall then be applied. 

a. Operators conducting scheduled or non-scheduled flight operations at or above FL 280 within Gander 

Oceanic, New York Oceanic, Shanwick Oceanic and Santa Maria (north of 30°N) Oceanic control areas shall 

provide information to the area control centres concerned regarding the tracks likely to be requested by turbojet 

aircraft during peak traffic period. Such information shall be provided as far in advance of the anticipated 

peak periods as practicable and as specified in appropriate aeronautical information publications. 

b. Based on the above information an organized track system may be established. The location of the organized 

tracks will depend on traffic demand and other relevant factors. The related organized track messages will be 

disseminated to operators by Shanwick Oceanic Area Control Centre for the predominant westbound flow of 

air traffic and by Gander Oceanic Area Control Centre for the predominant eastbound flow of air traffic. These 

messages shall be disseminated at least three hours in advance of each anticipated peak traffic period. Any 

subsequent change made to the track system shall be notified to the operators as soon as possible. 


Mandatory carriage of OTS message 

All aircraft operating in or above MNPS airspace shall carry a copy of the current OTS message. 


Establishment and use of organized tracks for supersonic aircraft operations 

Where appropriate, an organized track system may be promulgated for supersonic aircraft operations. When promulgating 

such an organized track system the requirements for position reporting and the applicability of abbreviated position reports 

shall be included. 


Special procedures for flights along the northern or southern boundaries of Gander Oceanic and 

Shanwick Oceanic flight information regions 

Aircraft operating along tracks through successive points situated on the northern or southern boundaries of Gander 

Oceanic and Shanwick Oceanic flight information regions shall be provided with air traffic services by Gander or Shanwick 

area control centres as appropriate. 


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: 

1. Reykjavik OACC, at and east of 10W, (except for Helicopter Operating Area), 

2. Shanwick and Gander OACCs, as appropriate, west of 10W. 

Note - See Helicopter Operating Area, ENR 2.2 





Special procedures for manned balloon flights 

Manned balloon flights authorized to operate in the NAT Region shall operate outside NAT MNPS 

airspace. 

Within the NAT Region, manned balloons shall have a communications capability in accordance 

with Annex 2. 

Strategic Lateral Offset Procedure (SLOP) within NAT airspace 

The Strategic Lateral Offset Procedure is now a standard operating procedure throughout the North Atlantic (NAT) Region. 

This procedure mitigates collision risk and wake turbulence encounters. Pilots conducting oceanic flight within the NAT 

Region with automatic offset programming capability are recommended to fly lateral offsets of either 1 or 2 NM right of centre 

line. 

Aircraft shall not apply SLOP below F285 in the Reykjavik CTA. 

The introduction of very accurate aircraft navigation systems, along with sophisticated flight management systems, has 

drastically reduced the number of risk bearing lateral navigation errors reported in NAT airspace. 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 



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AIP Iceland 


ENGLISH 

SLOP reduces the risk by distributing aircraft laterally. It is applicable within the New York Oceanic, Gander Oceanic, 

Shanwick Oceanic, Santa Maria Oceanic, Sondrestrom and Reykjavik flight information regions, and within the Bodo 

Oceanic flight information region when flights are operated more than 185 km (100 NM) seaward from the shoreline. 


SLOP conforms to direction in the International Civil Aviation Organization’s (ICAO) Procedures for Air Navigation Services 

- Air Traffic Management (PANS-ATM, doc 4444, 16.5) and is subject to the following guidelines: 

1. Aircraft without automatic offset programming capability must fly the centre line. 

2. Operators capable of programming automatic offsets may fly the centre line or offset one or two nautical miles right 

of centre line allowing for 3 possible positions along route. Offsets are not to exceed 2 NM right of centre line and 

offsets to the left of centre line are not permitted. An aircraft overtaking another aircraft should offset within the 

confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being 

overtaken. The pilot should take into account wind and estimated wake vortex drift and time to descend. (Nominal 

descend rates for wakes are 300 - 600 fpm). 

3. Pilots 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 frequency 123.45, as necessary, to coordinate the best wake 

turbulence offset option. 

4. Pilots may apply an offset outbound after the oceanic entry point and must return to centre line before the oceanic 

exit point. Position reports transmitted via voice should be based on the waypoints of the current ATC clearance and 

not the offset position. 

5. Aircraft transiting oceanic ATS Surveillancer areas may remain on their established offset positions. 

6. There is no ATC clearance required for this procedure and it is not necessary that ATC be advised. 



Flight Information Service 

Information on runway conditions 

(A11 - 4.2.1; P-ATM, 6.6) 

1. Unless otherwise provided, area control centres shall have available for transmission to aircraft on request, 

immediately prior to descent, information on the prevailing runway conditions at the aerodrome of intended landing. 


Transmission of SIGMET information 

(P-ATM, 9.1.3.2) 

SIGMET information shall be transmitted to aircraft by VOLMET broadcast, by a general call to a group of aircraft, or by 

directed transmissions to individual aircraft, as determined by the appropriate area control centre according to the 

circumstances, bearing in mind the need to ensure timely receipt of the information by the aircraft and to keep the load on 

the HF en-route communication channels to a minimum. 

SIGMET information passed to aircraft shall cover a portion of the route up to two hours' flying time ahead of the aircraft. 


Transmission of amended aerodrome forecast 

(P-ATM, 9.1.3) 

Amended aerodrome forecasts shall be passed to aircraft within 60 minutes from the aerodrome of destination, unless the 

information has been made available through other means. 




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Air Traffic Services Messages 

Flight plan and departure messages 

(P-ATM, 11.3.3 and 11.4.2.2) 

Filed flight plan messages for flights intending to operate within the NAT Region at a distance of 60 NM or less from the 

northern and southern boundaries of Gander Oceanic and Shanwick Oceanic flight information regions, shall be addressed 

to the area control centres in charge of the NAT flight information regions along the route and, in addition, to the area control 

centres in charge of nearest adjacent NAT flight information regions. 

For flights departing from points within adjacent regions and entering the NAT Region without intermediate stops, filed flight 

plan messages shall be transmitted to the appropriate area control centres immediately after the flight plan has been 

submitted. 



Alerting and Search and Rescue Services 

Routes and equipment of private aircraft 

(A6, Part I - Chapter 6) 

General aviation aircraft shall: 

1. carry appropriate survival equipment; 

2. be equipped with functioning two-way radio communications equipment except that, under special local 

circumstances, the appropriate authorities may grant exemption from this requirement. 


Alerting services 

(P-ATM, 9.2) 

The procedures for "Alerting Service" detailed in the PANS-ATM, 9.2, are applicable to all flights operated more than 100 

NM (185 km) from the shoreline. 


Use of Airborne Collision Avoidance Systems (ACAS II) 

(A2 - 3.2; A6, Part I - 6.18; A10 - Vol. IV Chapter 4; 

A11 - 2.4.2; P-OPS, Vol. I, Section III; P-ATM, Chapters 4 and 10) 


Carriage of operation of ACAS II 

ACAS II shall be carried and operated in the NAT Region by all turbine-engined aeroplanes having a maximum certificated 

take-off mass exceeding 5 700 kg or authorized to carry more than 19 passengers: 



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22 AUG 2014 

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Flæðisstjórn flugumferðarþjónustu 

Air Traffic Flow Management 

Almennt 

General 

Sjá texta á ensku. 

Air Traffic Flow Management is a service established with 

the objective of contributing to a safe, orderly and 

expeditious flow of air traffic by ensuring ACC capacity is 

utilised to the maximum extent possible and the traffic 

volume is compatible with the capacities declared by the 

appropriate ATC authority. 


Reykjavik OACC (Reykjavik control) cooperates with the 

Eurocontrol/Central Flow Management Unit (CFMU) 

concerning regulation of departures from Iceland entering 

the EUR region. 


Under normal circumstances flow control measures are not 

in effect in the Reykjavik FIR/CTA with the exception of 

departures from Iceland entering the EUR region (refer to 

section 1.9.5). Flow control measures may be effected 

under the following circumstances: 

a. In contingency situations; 

b. In case of major equipment failure. 



Skyldur CFMU 

Responsibilities of the CFMU 


The CFMU is responsible for: 

a. Allocating slot times for aircraft departing Iceland 

and subsequently entering the EUR region; 

b. Ensuring that ATFM measures are applied in an 

equitable manner and such that penalties to aircraft 

operators are reduced as far as possible. 


In order to do this, the CFMU applies procedures, which are 

published in the corresponding CFMU documentation. 

These procedures have, in the Reykjavik FIR/CTA, the 

same status as procedures explicitly published in this AIP. 



Skyldur flugumferðarþjónustu 

Responsibilities of the Air Traffic Services 


A Flow Management Position (FMP) has been established 

in Reykjavik OACC with the objectives: 

a. To act as the interface between CFMU og ATC; 

b. To coordinate action with the CFMU to provide the 

most effective ATFM service to ATC and aircraft 

operators. 



AMDT 065

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22 AUG 2014 

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ENGLISH 


ATS at aerodromes will: 

a. Ensure that flights adhere to departure slots issued 

by the ATFM service in accordance with referenced 

CFMU documentation; 

b. Coordinate last minute changes to the applied 

ATFM measures with FMP, if requested by the pilot. 


Skyldur flugrekstraraðila 

Responsibilities of Aircraft Operators 


Aircraft Operators (AO) shall inform themselves of and 

adhere to: 

a. General ATFM procedures including flight plan filing 

and message exchange requirements; 

b. Strategic ATFM measures - e.g Route Availability 

Document (RAD) ; 

c. Current ATFM measures - e.g. specific measures 

applied on the day in question. 



Brottfarir frá Íslandi sem fara inn í EUR svæðið 

Departures from Iceland entering the EUR region 


Departures from Iceland entering the EUR region are 

subject to ATFM measures affecting their flight profile and 

managed by CFMU. Flights whose profile takes them into a 

regulated sector /aerodrome within the area of 

responsibility of the CFMU will receive a calculated take-off 

time (CTOT) via a slot allocation message (SAM). 


The ATFM rules for flight planning for flights departing 

Iceland and entering the EUR region, are: 

a. AOs filing flight plans for flights entering the CFMU 

ATFM area shall submit a flight plan at least 3 hours 

before EOBT; 

b. AOs should be aware that late filing of a flight plan 

may lead to a disproportionate delay; 

c. Full details of flight planning requirements within the 

CFMU ATFM area are included in the CFMU ATFM 

Users Manual which is obtainable from the 

Eurocontrol Library or from the CFMU website (see 

addresses in section 1.9.7 below). 

d. It is important that the EOBT of a flight is as accurate 

as possible. It is a European requirement that all 

controlled flights departing, arriving or over-flying 

Europe subject to a change in an EOBT of more 

than + or - 15 minutes shall notify the change to the 

CFMU through IFPS. 


In all cases, it is in the best interest of Aircraft Operators to 

initiate prompt revisions or cancellations, thus permitting 

the system to maximise use of available capacity and 

minimise delay. The later the revision is made the greater 

the probability of a delay. 

AMDT 065 



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ENGLISH 


The correct application of the STS/ 

ATFMEXEMPTAPPROVED procedure will ensure that 

approved flights are not unnecessarily delayed. 



ATFM Handbækur 

ATFM Documentation 


Detailed CFMU procedures are published in the "CFMU 

Handbook", which is obtainable from the Eurocontrol 

Library or from the CFMU website (see addresses in 

section 1.9.7 below). 


Direct information and advice about implemented ATFM 

measures in the Reykjavik FIR/CTA, including last minute 

changes may be obtained and conferred with the Reykjavik 

FMP. 



Heimilisföng 

Addresses 

Eurocontrol Library 


Postal 

address: 

The Eurocontrol Library 

Rue de la Fusée 96 

B-1130 Brussels, Belgium 

Telephone: +32 27 29 36 39 

Telefax: +32 27 29 91 09 

E-mail isavia@isavia.is 


CFMU 

Postal 

address: 

Central Flow Management Unit (General) 

Rue de la Fusée, 96 

B-1130 Brussels, Belgium 

For contact details refer to the website: 

http://www.cfmu.eurocontrol.be 


FMP Reykjavik 

Postal 

address: 

ISAVIA 

Flow Management Position 

Air Traffic Control Centre 

IS 101 Reykjavik 

Iceland 

Telephone: + 354 424 4141 

E-mail atc@isavia.is 



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04 APR 2014 

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Flugáætlanir 

Flight Planning 

Starfshættir við afhendingu flugáætlana 

Procedures For the submission of a flight plan 

Gerðar skulu flugáætlanir í samræmi við reglugerð 770/ 

2010, áður en framkvæmt er: 

a. flug eða hluti þess, sem njóta skal flugstjórnarþjónustu, 

b. allt blindflug, 

c. flug yfir landamæri ríkja, 

d. flug sem vill njóta viðbúnaðarþjónustu. 

(fyrir viðbótar upplýsingar um flug í NAT-svæðinu, gjörið 

svo vel að skoða ENR 1.8 hluta 4). 

A flight plan shall be submitted in accordance with 

regulation 770/2010 (The Icelandic version of Annex 2, 

prior to operating: 

a. any flight or portion thereof to be provided with air 

traffic control service; 

b. every IFR flight; 

c. any flight across international borders; 

d. any flight requesting alerting service. 

(for supplementary information regarding NAT operations 

and flight planning please turn to ENR 1.8, section 4). 


Afhendingatími 

Time of submission 

Hafa skal í huga þarfir flugumferðarþjónustudeilda um 

tímanlegar upplýsingar í þeim loftrýmum sem flugleiðin 

liggur um. Að undanteknum síendurteknum flugáætlunum 

(RPL) skal afhenda flugáætlun með eftirfarandi 

lágmarksfyrirvara: 

a. 30 mínútum fyrir brottför í innanlandsflugi; 

b. 60 mínútum fyrir brottför í millilandaflugi; nema 

c. 180 mínútum fyrir brottför í millilandaflugi til Evrópu 

(CFMU). 

The requirement of ATS units in the airspace along the 

route to be flown for timely information shall be taking into 

account. Except for repetitive flight plans, flight plans shall 

be submitted with the minimum prior notice: 

a. 30 minutes for domestic flights; 

b. 60 minutes for international flights; except 

c. 180 minutes for flights to Europe (CFMU). 


Afhendingastaður 

Place of submission 

a. Afhenda skal flugáætlanir flugvarðstofu (ARO) 

brottfararstaðar. 

b. Þar sem slík skrifstofa er ekki til staðar skal afhenda 

flugáætlanir flugumferðarþjónustudeild 

brottfararstaðar nema fyrir flug frá BIKF og 

millilandaflug frá BIRK en þá skal afhenda 

flugáætlun einhverjum eftirtalinna; 

a. Flight plans shall be submitted at the Air Traffic 

Services Reporting Office (ARO) at the departure 

aerodrome. 

b. In the absence of such an office at the departure 

aerodrome, a flight plan shall be submitted to the 

relevant ATS unit; except that flight plans for 

departures from BIKF and international departures 

from BIRK shall be submitted to one of the 

following; 


Keflavík 

Flugþjónustan Keflavíkurflugvelli: 

IGS Ground Service: 

Sími: +354 425 2077 Telephone: +354 425 2077 

Fax: +354 425 0275 Telefax: +354 425 0275 

Heimasíða: www.igs.is 

Vallarvinir: 

Homepage www.igs.is 

Airport Associates: 


Fax: +354 420 0707 Telefax: +354 420 0707 

Heimasíða: www.airportassociates.is 

Suðurflug: 

Homepage www.airportassociates.is 

Southair Icelandic: 


Fax: +354 425 5521 Telefax: +354 425 5521 

Heimasíða: www.southair.is 

Homepage www.southair.is 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Reykjavík (millilandaflug): 

Reykjavík (International Flights): 

Flugþjónustan ehf: 

Flight Service Ltd.: 


Fax: +354 552 9221 Telefax: +354 552 9221 


Viðbúnaðarþjónusta 

Alerting service 

Þegar lögð hefur verið inn flugáætlun, er viðbúnaðarþjónusta 

sjálfkrafa veitt fyrir viðkomandi flug, athugið þó 

varðandi sjónflug þá er einungis fylgst með áætluðum 

lendingartíma á ákvörðunarstað. 

Ef flugmaður vill loka flugáætlun fyrir lendingu skal hann 

kalla í næstu flugumferðarþjónustudeild og segja: „LOKA 

PLANI“. Við það lýkur viðbúnaðarþjónustu. 

By submission of a complete flight plan, alerting service is 

provided from the departure of an aircraft until its landing, 

however, as far as a VFR-flight is concerned only in case 

of overdue arrival at destination. 

If requesting to close a flight plan during flight before the 

destination is reached, the following report shall be 

transmitted via radio to the appropriate ATS-unit: 

'CLOSING MY FLIGHT PLAN'. Consequently the alerting 

service is terminated at the same time. 


Form og innihald flugáætlana 

Contents and form of a flight plan 

Heimilt er að leggja inn flugáætlun í gegnum síma, faxtæki, 

með netpósti eða á staðnum. Skriflega flugáælun skal 

leggja fram í samræmi við staðlaða flugáætlun ICAO, eða 

fylgja AFTN staðli. Ef fax eða netpóstur er notaður er gert 

ráð fyrir því að sendandinn leiti staðfestingar á því að 

flugáætlunin hafi verið móttekin. Þetta er hægt að gera 

annaðhvort með símtali eða með því að senda 

flugáætlunina sem tölvupóst sem þarfnast staðfestingar. 

Þegar lögð er inn flugáætlun í gegnum síma skal fylgja 

staðlaðri flugáætlun ICAO. 

A flight plan may be submitted by phone, fax, by e-mail or 

a personal visit on condition that the flight plan is forwarded 

on an ICAO form, or that the message complies with AFTN 

format. If fax or e-mail is used, a contact must be 

established to confirm reception of the FPL. 

When filing a flight plan by telephone the sequence of 

items in the ICAO flight plan form shall be followed. 


ATS-leiðum fylgt 

Adherence to ATS route structure 

Hafi hlutaðeigandi flugumferðarþjónustuveitandi ekki 

heimilað annað eða hlutaðeigandi flugstjórnardeild 

fyrirskipað annað, skal stjórnað flug, að svo miklu leyti sem 

því verður við komið: 

a. fara eftir skilgreindri miðlínu leiðarinnar þegar flogið 

er á ákveðinni ATS-leið, eða 

b. þegar farin er önnur leið skal flogið beint á milli 

flugleiðsögustöðva eða staða sem ákvarða þá leið. 

Unless otherwise authorized by the appropriate ATS 

authority, or directed by the appropriate air traffic control 

unit, controlled flights shall, in so far as practicable: 

a. when on an established ATS route, operate along 

the defined centre line of that route; or 

b. when on any other route, operate directly between 

the navigation facilities and/or points defining that 

route. 


Svo framarlega, sem skilyrði greinar 1.10.1.5 eiga ekki við, 

skal loftfar á hluta ATS leiðar, sem ákveðin er af 

fjölstefnuvitum (VOR), skipta flugleiðsöguviðtöku frá VOR 

stöðinni fyrir aftan það á VOR-stöðina framundan, við eða 

sem næst skiptistaðnum, þar sem hann er tilgreindur. 

Subject to the overriding requirement in 1.10.1.5 an aircraft 

operating along an ATS route segment defined by 

reference to very high frequency omnidirectional radio 

ranges shall change over for its primary navigation 

guidance from the facility behind the aircraft to that ahead 

of it at, or as close as operationally feasible to, the 

changeover point, where established. 

AMDT 063 



30 MAY 2014 

AIP Iceland 


ICELANDIC 


30 MAY 2014 

ENGLISH 


Tilkynna skal hlutaðeigandi flugumferðarþjónustudeild 

frávik frá þeim skilyrðum, sem tilgreind eru í grein 1.10.1.5. 

Deviation from the requirements in 1.10.1.5 shall be 

notified to the appropriate air traffic services unit. 


Óviljandi frávik. Ef stjórnað flug víkur óviljandi frá gildandi 

flugáætlun skal brugðist við á eftirfarandi hátt: 

a. Frávik frá ferli: Ef loftfar hefur farið út af fyrirhuguðum 

ferli skulu tafarlausar ráðstafanir gerðar til að breyta 

stefnu þess svo að það komist aftur inn á 

fyrirhugaðan feril sinn svo fljótt sem gerlegt er. 

b. Breyting á réttum flughraða: Ef réttur meðalflughraði 

í farflugshæð milli stöðumiða breytist eða búist er við 

að hann breytist um sem svarar til 5% þess hraða 

sem gefinn er upp í flugáætluninni skal það tilkynnt 

hlutaðeigandi flugumferðarþjónustudeild. 

c. Breyttur áætlaður tími: Ef áætlaður tími við næsta 

stöðumið, við mörk flugupplýsingasvæðis eða við 

áætlaðan lendingarstað breytist - hvert af þessu sem 

fyrst kemur - þrjár mínútur eða meira frá því sem 

flugumferðarþjónustu hefur verið tjáð eða um hvern 

þann tíma, sem hlutaðeigandi veitandi 

flugumferðarþjónustu eða svæðisbundinn 

samningur um flugleiðsögu ákveður, þá skal, svo 

fljótt sem verða má, tilkynna hlutaðeigandi 

flugumferðarþjónustudeild breyttan áætlaðan tíma. 

Inadvertent changes. In the event that a controlled flight 

inadvertently deviates from its current flight plan, the 

following action shall be taken: 

a. Deviation from track: if the aircraft is off track, action 

shall be taken forthwith to adjust the heading of the 

aircraft to regain track as soon as practicable. 

b. Variation in true airspeed: if the average true 

airspeed at cruising level between reporting points 

varies or is expected to vary by plus or minus 5 per 

cent of the true airspeed, from that given in the flight 

plan, the appropriate air traffic services unit shall be 

so informed. 

c. Change in time estimate: if the time estimate for the 

next applicable reporting point, flight information 

region boundary or destination aerodrome, 

whichever comes first, is found to be in error in 

excess of 3 minutes or more from that notified to air 

traffic services, or such other period of time as is 

prescribed by the appropriate ATS authority or on 

the basis of air navigation regional agreements, a 

revised estimated time shall be notified as soon as 

possible to the appropriate air traffic services unit. 


Leyfi til sérstaks flugs 

Authorisation for special flights 

Bíður hönnunar 

To be developed 



Kerfi endurtekinna flugáætlana 

Repetitive flight plan system 

Kerfi endurtekinna flugáætlana sem á við í Reykjavík FIR er 

byggt á ICAO DOC4444, PANS-ATM, para. 16.4 auk 

meðfylgjandi viðbóta. Leiðbeiningar vegna útfyllingar 

eyðublaðs skv. kerfinu er að finna í ICAO DOC 4444, 

Viðauka 2, kafla. 7. Atriði "G" á RPL-eyðublaði skal 

innihalda nafn og símanúmer eða AFTN heimilisfang þar 

sem hægt er að nálgast viðbótarupplýsingar 

(supplementary fpl). 

Use of repetitive flight plans concerning Reykjavik FIR 

conform to ICAO DOC4444, PANS-ATM, para. 16.4 with 

the Icelandic additions stated below. Directions for 

completion of the repetitive flight plan form are provided in 

ICAO DOC 4444, Appendix 2, para. 7. Item "G" in the RPLform 

must contain a contact name and a telephone number 

or an AFTN-address from which supplementary 

information can be rapidly obtained. 

Endurteknar flugáætlandir fyrir Reykjavík FIR skal senda til: 

The repetitive flight plans concerning Reykjavik FIR shall 

be sent by mail to: 

ISAVIA 

Reykjavíkurflugvelli 

101 Reykjavík 

Ísland 

ISAVIA 

Reykjavik Airport 

IS-101 Reykjavik 

Iceland 

Sími: + 354 424 4141 Telephone: + 354 424 4141 

Fax: + 354 424 4200 Telefax: + 354 424 4200 

Netfang: fjarrit@isavia.is 

Heimasíða: www.isavia.is 

E-mail fjarrit@isavia.is 

Homepage www.isavia.is 



AMDT 064

30 MAY 2014 


30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

auk flugumferðarþjónustudeildar á brottfarar- og 

ákvörðunarstað. 

Endurteknum flugáætlunum skal skilað inn að minnsta kosti 

tveimur vikum fyrir gildistöku. Engin staðfesting á móttöku 

veður gefin þegar tekið er við enduteknum flugáætlunum 

nema eftir því sé leitað sérstaklega. 

Varanlegar breytingar á endurtekinni flugáætlun sem hefur 

verið lögð inn, skulu berast flugumferðarþjónustu ekki 

seinna en 7 dögum fyrir gildistöku. 

and to the Air Traffic Services units at the departure- and 

destination airports. 

Repetitive flight plans must reach the Air Traffic Services 

at least two weeks prior to becoming effective. No 

acknowledgement of receipt will be given at the reception 

of repetitive flight plans unless specially requested. 

Permanent changes to repetitive flight plans already 

submitted, must reach the Air Traffic Services not later 

than 7 days before becoming effective. 


Sjá texta á ensku 

RPL data within the IFPS zone: 

EUROCONTROL/CFMU has the full responsibility for 

reception, processing and distribution of RPL data within 

the IFPS zone (IFPZ). RPL lists shall only be sent to 

EUROCONTROL/CFMU. RPL procedures are specified in 

ICAO Doc 4444/ PANS-ATM og CFMU Handbook - IFPS 

Users Manual. 

Special procedures: 

New RPL lists shall be submitted so as to reach the RPL 

section/CFMU no later than 14 days prior to becoming 

valid. 

Permanent changes of RPL lists shall be submitted so as 

to reach the RPL section/CFMU no later than 7 days prior 

to becoming valid. 

RPL listings, including amendments, shall be submitted to 

Eurocontrol's RPL office on the following address: 

RPL OFFICE Eurocontrol 

CFMU 

Rue de la Fusèe 96BE-1130 

Brussels 

BELGIUM 

Telefax: +322 729 9042 

SITA BRUER7XTl 

Telephone: +322 729 9847 or +322 729 9861/66 

Receipt of RPL lists will be acknowledged by RPL Section/ 

CFMU via SITA or fax. If no acknowledgement is received 

from CFMU within 2 working days of dispatch, the 

originator must contact the RPL Section/CFMU for 

confirmation. 

AMDT 064 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Breytingar á áður útgefnum flugáætlunum 

Changes to a submitted flight plan 

Breytingar á flugáætlunum sem fyrirhugað er að gera 

meðan á flugi stendur skulu að öðru jöfnu sendar til 

flugumferðarþjónustudeildar þess FIR þar sem loftfarið er 

að fljúga eða ætlar að fljúga, eða til flugradíóstöðvarinnar 

sem þjónar viðkomandi flugumferðarþjónustudeild. Þegar 

þessi háttur hentar ekki ætti að senda breytinguna til 

annarar flugumferðarþjónustudeildar eða flugradíóstöðvar 

til áframsendingar til viðeigandi flugumferðarþjónustudeilda 

eins og þörf krefur. 

Ath.: Ef FPL er lagt inn til að fá flugumferðarstjórnarþjónustu 

skal loftfarið bíða eftir flugheimild áður en flugi er haldið 

áfram í samræmi við breytta flugáætlun. Ef FPL er lagt inn 

til að fá flugupplýsingaþjónustu skal loftfarið bíða eftir 

staðfestingu á móttöku frá viðkomandi þjónustuaðila. 

Changes to a flight plan to be submitted during flight 

should normally be transmitted to the ATS unit in charge of 

the FIR, control area in which the aircraft is flying, or in or 

through which the aircraft wishes to fly or to the 

aeronautical telecommunication station serving the air 

traffic services unit concerned. When this is not 

practicable, it should be transmitted to another ATS unit or 

aeronautical telecommunication station for retransmission 

as required to the appropriate air traffic services unit. 

Note: If the flight plan is submitted for the purpose of 

obtaining air traffic control service, the aircraft is required 

to wait for an air traffic control clearance prior to 

proceeding in accordance with the amended FPL. If the 

flight plan is submitted for the purpose of obtaining flight 

information service, the aircraft is required to wait for 

acknowledgment of receipt by the unit providing the 

service. 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Póstfang vegna skeyta er varða flugáætlanir 

Addressing of flight plan messages 

Skeyti er varða hreyfingar inn í eða um upplýsingasvæði 

Reykjavíkur skal senda í neðangreind póstföng til að 

tryggja rétta dreifingu. 

Ath.: Í þessu sambandi er átt við flugáætlanir, 

leiðréttingaskeyti flugáætlana og ógildingarskeyti 

flugáætlana. (Vísað er til ICAO PANS-ATM Doc 4444, part 

XI 2.1.1.3) 

Flight movement messages relating to traffic into or via the 

Reykjavík FIR shall be addressed as stated below in order 

to warrant correct relay and delivery. 

Note: Flight movement messages in this context comprise 

flight plan messages, amendment messages relating 

thereto and flight plan cancellation messages. 

(ICAO PANS-ATM doc.4444, part XI 2.1.1.3 refers). 

Tegund flugs 

(IFR,VFR eða hvort tveggja) 

Category of flight 

(IFR,VFR or both) 

Flugleið 

(inn í eða um FIR eða TMA) 

Route 

(into or via FIR or TMA) 

Heimilisfang skeytis 

Message Address 

1 2 3 

IFR FLIGHTS Reykjavik FIR BIRDZQZX 

VFR FLIGHTS Reykjavik FIR BIRDZQZX 

All Flights Reykjavik FIR BIRDZQZX 

IFR FLIGHTS Faxi TMA BIKFZTZX 

VFR FLIGHTS Faxi TMA BIKFZTZX 

All Flights Faxi TMA BIKFZTZX 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 


Einelti almennra loftfara 

Interception of civil aircraft 

Til að útiloka óþarfa einelti almennra loftfara eru flugmenn 

minntir á grundvallarflugregluna, að halda sig við 

flugáætlanir og starfsaðferðir flugumferðarstjórnar og 

jafnframt að hafa hlustvörð á fjarskiptatíðnum viðkomandi 

flugumferðarstjórna. 

To eliminate the need for interception of civil aircraft, pilots 

are reminded of the basic flight rules regarding adherence 

to flight plans and ATC procedures, as well as the 

maintenance of listening watch on the appropriate ATC 

frequency. 



Eineltisaðferðir 

Interception procedures 

Þegar um einelti* loftfars er að ræða gilda eftirfarandi 

starfsaðferðir og sjónmerki í loft- og landhelgi Íslands. 

Loftfar sem annað loftfar eineltir skal þegar í stað: 

a. Fylgja fyrirmælum eineltisloftfarsins og fara eftir 

sjáanlegum merkjum samkvæmt ICAO Annex 2, 

viðauka 1; 

b. tilkynna hlutaðeigandi flugumferðarþjónustudeild 

atvikið ef unnt er; 

c. reyna að ná talsambandi við eineltisloftfarið eða 

viðeigandi eineltisstjórnstöð á neyðartíðninni 

121.500 MHz, veita upplýsingar um kallmerki 

loftfarsins og eðli flugsins; og ef við á og engu 

talsambandi náð, endurtaka tilraunina á 

neyðartíðninni 243.000 MHz; 

d. velja hátt A, merki 7700, ef loftfarið er búið 

ratsjársvara nema önnur fyrirmæli berist frá 

viðeigandi flugumferðarþjónustudeild. 

e. ef búin ADS-B eða ADS-C, velja viðeigandi 

neyðarstillingu ef hægt er, nema ef vélin hefur 

fengið fyrirmæli um annað frá flugumferðarþjónustudeild. 

* Í þessu sambandi á orðið „einelti“ ekki við um að finna og 

fylgja loftfari í neyð sem beðið hefur um slíka þjónustu, í 

samræmi við „International Aeronautical and Maritime 

Search and Rescue (IAMSAR) Manual (Doc 9731)“. 

The following procedures and visual signals apply over the 

territory and territorial waters of Iceland in the event of 

interception* of an aircraft. An aircraft which is intercepted 

by another aircraft shall immediately: 

a. Follow the instructions given by the intercepting 

aircraft, interpreting and responding to visual signals 

in accordance with the specifications in Appendix 1 

of ICAO Annex 2; 

b. notify, if possible, the appropriate air traffic services 

unit; 

c. attempt to establish radio-communication with the 

intercepting aircraft or with the appropriate intercept 

control unit, by making a general call on the 

emergency frequency 121.500 MHz, giving the 

identity of the intercepted aircraft and the nature of 

the flight; if no contact has been established and if 

practicable, repeat this call on the emergency 

frequency 243.000 MHz; 

d. if equipped with SSR transponder, select Mode A, 

Code 7700, unless otherwise instructed by the 

appropriate air traffic services unit; 

e. if equipped with ADS-B or ADS-C, select the 

appropriate emergency functionality, if available, 

unless otherwise instructed by the appropriate air 

traffic services unit. 

* The word "interception" in this context does not include 

intercept and escort service provided, on request, to an 

aircraft in distress, in accordance with the International 

Aeronautical and Maritime Search and Rescue Manual 

(Doc 9731). 


Sé talsambandi náð á meðan á einelti stendur, en fjarskipti 

á tungumáli er báðir skilja ókleif, skal reyna að koma 

fyrirmælum, staðfestingu á móttöku þeirra og öðrum 

áríðandi upplýsingum áleiðis með því að nota eftirfarandi 

orðasambönd og framburð þeirra og tvítaka sérhvert orð og 

orðasamband. 

If radio contact is established during interception but 

communication in a common language is not possible, 

attempts shall be made to convey instructions, 

acknowledgement of instructions and essential information 

by using the phrases and pronunciations in the following 

table, transmitting each phrase twice: 

IS IS 1 Phrase Pronunciation 1 Meaning 

Kallmerki mitt er 

(kallmerki) 

KOL-SÆN 

(kallmerki) 

CALL SIGN 

(call sign) 

KOL SA-IN 

(call sign) 

My call sign is (call sign) 

Skilið, skal gert VILL-KÓ WILCO VlLL-KO Understood. Will comply 

Get ekki KANN NOTT CAN NOT KANN NOTT Unable to comply 

Endurtakið RÍ-PÍT REPEAT REE-PEET Repeat your instruction 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Staðarákvörðun óþekkt ÆM-LOST AM LOST AM LOSST Position unknown 

Er nauðuglega staddur MEI-DEI MAYDAY MAYDAY I am in distress 

Mér hefur verið rænt HÆ-DJAKK HIJACK HI-JACK I have been hijacked 

Ég óska að lenda á 

(staðarnafn) 

LAND (nafn 

staðar) 

LAND (place name) 

LAAND 

(place name) 

I request to land at (place 

name) 

Ég óska eftir lækkun DÍ-SEND DESCEND DEE-SEND I require descent 

1. Áhersluatriði eru feitletruð. 1. Syllables to be emphasized are printed in bold letters. 

2. Kallmerkið, sem óskað er eftir, er það sem notað er í 

talviðskiptum við flugumferðarþjónustudeildir og ber saman 

við kallmerki loftfarsins í flugáætlun. 

2. The call sign required to be given is that used in 

radiotelephony communications with air traffic services 

units and corresponding to the aircraft identification in the 

flight plan. 

3. Ekki er alltaf æskilegt að nota orðið „HIJACK“. 3. Circumstances may not always permit, nor make 

desirable, the use of the phrase "HIJACK". 


Eineltisloftfarið skal nota orðasamböndin sem sýnd eru í 

töflunni hér að neðan og tvítekið í þeim tilfellum sem greint 

er frá í greininni hér að ofan. 

The phrases shown in the table below shall be used by the 

intercepting aircraft and transmitted twice in the 

circumstances described in the preceding paragraph. 


Kallmerki mitt er 

(kallmerki) 

KOL SÆN 

(call sign) 

CALL SIGN 

(call sign) 

KOL SA-IN 

(call sign) 

What is your call sign 

(call sign) 

Fylgið mér FOL-LÓ FOLLOW FOL-LO Follow me 

Endurtakið RÍ-PÍT REPEAT REE-PEET Repeat your instruction 

Lækkaðu DÍ-SEND DESCEND DEE-SEND Descend for landing 

Lentu YOU LAAND LAND 

(place name) 

YOU LAAND 

Land at this aerodrome 

Haldið áfram PRÓ-SÍD PROCEED PRO-SEED You may Proceed 

1. Áhersluatriði eru feitletruð 1. Syllables to be emphasized are printed in bold letters. 


Ef einhver fyrirmæli, sem berast um talstöð, hvaðan sem 

þau kunna að berast, stangast á við þau sem 

eineltisloftfarið hefur gefið með sjáanlegum merkjum, skal 

hið einelta loftfar óska nánari skýringa þegar í stað og á 

meðan halda áfram að fylgja þeim fyrirmælum sem 

eineltisloftfarið hefur gefið. 

If any instructions received by radio from any sources 

conflict with those given by the intercepting aircraft by 

visual signals, the intercepted aircraft shall request 

immediate clarification while continuing to comply with the 

visual instructions given by the intercepting aircraft. 


Ef einhver fyrirmæli, sem berast um talstöð, hvaðan sem 

þau kunna að berast, stangast á við þau sem 

eineltisloftfarið hefur gefið um talstöð skal hið einelta loftfar 

óska nánari skýringa þegar í stað, og á meðan halda áfram 

að fylgja þeim fyrirmælum sem eineltiloftfarið hefur gefið. 

If instructions received by radio from any sources conflict 

with those given by the intercepting aircraft by radio, the 

intercepted aircraft shall request immediate clarification 

while continuing to comply with the radio instructions given 

by the intercepting aircraft. 

AMDT 065 



22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 


Ef til eineltis kemur eru hinum sjánlegu merkjum lýst í 

eftirfarandi töflum: 

Merki eineltiloftfars og 

viðbrögð einelts loftfars 

The visual signals for use in the event of interception are 

detailed in the following tables: 

Signals initiated by intercepting aircraft and responses 

by intercepted aircraft 

Flokkur Merki eineltisloftfars Merking Viðbrögð einelts loftfars Merking 

Series Intercepting Aircraft Signals Meaning Intercepted Aircraft Responds Meaning 

AÐ DEGI EÐA NÓTTU: 

Loftfar skal vagga og kveikja og slökkva 

óreglulega á siglinga-ljósum (og 

lendingarljósum á þyrlum) frá stöðu rétt ofan 

og framan við og venjulega til vinstri við hið 

einelta loftfar (eða hægri ef einelta loftfarið er 

þyrla) og eftir að staðfesting er móttekin, 

beygja hægt í sömu hæð í æskilega stefnu, 

venjulega til vinstri (eða til hægri ef um þyrlu er 

að ræða). 

Ath. 1 - Veðurskilyrði eða landslag geta valdið því 

að eineltiloftfarið þurfi að vera í annarri afstöðu og 

beygja í aðra átt en tilgreint er hér að ofan. 

Ath.2. - Ef einelta loftfarið getur ekki fylgst með 

eineltiloftfarinu er þess vænst að hið síðarnefnda 

fljúgi biðflugshringi og vaggi sér í hvert sinn sem 

það fer fram úr því einelta. 

Loftfar yðar er 

einelt. Fylgið 

mér. 


Loftfar skal vagga og kveikja og slökkva 

óreglulega á siglingaljósum og eineltiloftfarinu 

fylgt. 

Ath. - Viðbótaraðgerðir hins einelta loftfars eru 

tilgreindar í flugreglum í 3. kafla, gr. 3.8. 

Skilið og mun 

fylgja fyrirmælum. 

1 

DAY or NIGHT: 

Rocking aircraft and flashing navigational lights at 

irregular intervals (and landing lights in the case of 

a helicopter) from a position slightly above and 

ahead of, and normally to the left of, the 

intercepted aircraft (or to the right if the intercepted 

aircraft is a helicopter) and, after 

acknowledgement, a slow level turn, normally to 

the left, (or to the right in the case of a helicopter) 

on the desired heading. 

Note 1.- Meteorological conditions or terrain may 

require the intercepting aircraft to reverse the 

positions and direction of turn given above in 

Series I. 

Note 2.-lf the intercepted aircraft is not able to 

keep pace with the intercepting aircraft, the latter 

is expected to fly a series of race-track patterns 

and to rock the aircraft each time it passes the 

intercepted aircraft 

You have been 

intercepted. 

Follow me. 

DAY and NIGHT: 

Rocking aircraft, flashing navigational lights at 

irregular intervals and following. 

Note.- Additional action required to be taken by 

intercepted aircraft is prescribed in Annex 2, 

Chapter 3, 3.8. 

Understood, 

will comply. 

2 


Skyndileg breyting á stöðu í átt frá einelta 

loftfarinu fólgin í klifurbeygju sem er 90° eða 

meira án þess að farið sé yfir fluglínu einelta 

loftfarsins. 

DAY or NIGHT: 

An abrupt break-away manoeuvre from the 

intercepted aircraft consisting of a climbing turn of 

90 degrees or more without crossing the line of 

flight of the intercepted aircraft 

Loftfar yðar 

má halda 

áfram. 

You may 

proceed. 


Loftfari skal vaggað. 

DAY or NIGHT: 

Rocking the aircraft. 



Understood, 

will comply. 


Setja skal niður hjól (ef þau eru uppi), 

með lendingarljós á og fljúga yfir braut í 

notkun eða, ef einelta loftfarið er þyrla, fljúga 

yfir þyrluvöll. Ef um þyrlu er að ræða gerir 

eineltiþyrlan aðflug til lendingar og vokir 

nálægt lendingarsvæðinu. 

Lendið loftfari 

yðar á 

þessum flugvelli. 

Að DEGI eða NÓTTU: 

Setja skal niður hjól (ef þau eru uppi), 

með lendingarljós á og fylgja eineltiloftfarinu, 

og ef óhætt er talið að lenda eftir að flogið er 

yfir braut í notkun eða þyrluflugvöll, skal lenda 

loftfarinu. 



3 

DAY or NIGHT: 

Lowering landing gear (if fitted), showing steady 

landing lights and overflying runway in use or, if 

the intercepted aircraft is a helicopter, overflying 

the helicopter landing area. In the case of 

helicopters, the intercepting helicopter makes a 

landing approach, coming to hover near to the 

landing area. 

Land at this 

aerodrome. 

DAY or NIGHT: 

Lowering landing gear, (if fitted), showing steady 

landing lights and following the intercepting 

aircraft and, if, after overflying the runway in use or 

helicopter landing area, landing is considered 

safe, proceeding to land. 

Understood, 

will comply. 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Merki einelts loftfars og viðbrögð eineltiloftfars 

Signals initiated by intercepted aircraft and responses 

by intercepting aircraft 

Flokkur Merki einelts loftfars Merking Viðbrögð eineltisloftfars Merking 

Series Intercepted Aircraft Signals Meaning Intercepting Aircraft Responds Meaning 

4 


Draga skal upp hjól (ef búnaður leyfir) og 

kveikja og slökkva á lendingarljósum meðan 

flogið er yfir braut í notkun eða þyrluvöll, í 

meiri hæð en 1 000 fetum (300 m) en minni en 

2 000 fetum (600 m), (fyrir þyrlur skal hæðin 

vera milli 170 fet (50 m) og 330 fet (100 m)), yfir 

flugvelli og halda áfram að fljúga í hringi 

umhverfis braut í notkun eða þyrluvöll. Ef ekki 

er hægt að kveikja og slökkva á 

lendingarljósum skal nota önnur ljós sem 

tiltæk eru. 

Tiltekinn 

flugvöllur er 

ófullnægjandi 


Ef æskilegt er að einelta loftfarið fylgi 

eineltiloftfarinu eftir til annars flugvallar þá 

dregur eineltiloftfarið upp hjól sín (ef búnaður 

leyfir) og notar merkin sem tilgreind eru í 1. 

flokki fyrir eineltiloftför. 

Ef ákveðið er að sleppa einelta loftfarinu þá 

notar eineltiloftfarið merkin, sem tiltekin eru í 

2. flokki, fyrir eineltiloftfar. 

Skilið, fylgið 

mér. 

DAY or NIGHT: 

Raising landing gear (if fitted) and flashing landing 

lights while passing over runway in use or 

helicopter landing area at a height exceeding 1 

000 FT (300 M) but not exceeding 2 000 FT (600 

M) (in the case of a helicopter, at a height 

exceeding 170 FT (50 M) but not exceeding 330 

FT (100 M)) above the aerodrome level, and 

continuing to circle runway in use or helicopter 

landing area. If unable to flash landing lights, flash 

any other lights available. 

Aerodrome 

you have 

designated is 

inadequate. 

DAY or NIGHT: 

If it is desired that the intercepted aircraft follow the 

intercepting aircraft to an alternate aerodrome, the 

intercepting aircraft raises its landing gear (if fitted) 

and uses the Series 1 signals prescribed for 

intercepting aircraft. 

If it is decided to release the intercepted aircraft, 

the intercepting aircraft uses the Series 2 signals 

prescribed for intercepting aircraft. 

Understood, 

follow me. 

5 


Kveikt og slökkt reglulega á öllum tiltækum 

ljósum en þannig að aðgreint verði frá 

leiftrandi ljósum. 

DAY or NIGHT: 

Regular switching on and off of all available lights 

but in such a manner as to be distinct from flashing 

lights. 

Get ekki fylgt 

fyrirmælum. 

Cannot 

comply. 


Notið merkin í 2. flokki sem ætluð eru 

eineltiloftförum. 

DAY or NIGHT: 

Use Series 2 signals prescribed for intercepting 

aircraft. 

Skilið. 

Understood. 

6 


Kveikt og slökkt óreglulega á öllum tiltækum 

ljósum. 

DAY or NIGHT: 

Irregular flashing of all available lights 

Er í nauðum. 

In distress. 


Notið merkin í 2. flokki sem ætluð eru 

eineltiloftförum. 

DAY or NIGHT: 

Use Series 2 signals prescribed for intercepting 

aircraft. 

Skilið. 

Understood. 

AMDT 065 



16 OCT 2014 

AIP Iceland 


ICELANDIC 


16 OCT 2014 

ENGLISH 



Ólögmæt afskipti 

Unlawful interference 

Almennt 

General 

Loftfar, sem verður fyrir ólögmætum afskiptum, skal leitast 

við að tilkynna hlutaðeigandi flugumferðarþjónustudeild um 

slíkt, sérhver mikilsverð atriði er málið varða og sérhver þau 

frávik frá gildandi flugáætlun sem nauðsynleg reynast með 

hliðsjón af aðstæðum, þannig að flugumferðarþjónustudeildin 

geti veitt loftfarinu forgangsþjónustu og dregið úr 

möguleikum á árekstri við önnur loftför. 

An aircraft which is being subjected to unlawful interference 

shall endeavour to notify the appropriate ATS unit of this 

fact, any significant circumstances associated therewith 

and any deviation from the current flight plan necessitated 

by the circumstances, in order to enable the ATS unit to 

give priority to the aircraft and to minimize conflict with other 

aircraft. 



Aðferðir 

Procedures 

Ef loftfar verður fyrir ólögmætum afskiptum skal flugstjóri 

reyna lendingu eins fljótt og kostur er á næsta hentuga 

flugvelli nema aðstæður um borð í loftfarinu leiði til annars. 

Ef flugstjóri getur ekki flogið að flugvelli eins og lýst er hér 

að ofan skal hann leitast við að halda áfram flugi sínu eftir 

heimiluðum ferli og fluglagi a.m.k. þangað til hann getur 

tilkynnt ATS-deild eða er kominn inn í kögunardrægi. 

If an aircraft is subjected to unlawful interference, the pilotin-command 

shall attempt to land as soon as practicable at 

the nearest suitable aerodrome or at a dedicated 

aerodrome assigned by the appropriate authority unless 

considerations aboard the aircraft dictate otherwise. If the 

pilot-in-command cannot proceed to an aerodrome as 

described above, he/she should attempt to continue flying 

on the assigned track and at the assigned cruising level at 

least until notification to an ATS unit is possible or the 

aircraft is within ATS Surveillance coverage. 


Þegar loftfar hefur orðið fyrir ólögmætum afskiptum verður 

að víkja frá heimiluðum ferli eða úr heimilaðri hæð án þess 

að geta haft talsamband við ATS skal flugstjórinn hvenær 

sem mögulegt er: 

a. reyna að útvarpa aðvörunum á VHF-neyðartíðni og 

öðrum viðeigandi tíðnum, nema aðstæður um borð 

krefjist annars. Annan búnað svo sem ratsjársvara, 

gagnarásir o.s.frv. ætti einnig að nota þegar slíkt er 

vænlegra til árangurs og kringumstæður leyfa; og 

b. halda áfram í hæð, sem er mitt á milli þeirra hæða, 

sem jafnan eru notaðar í blindflugi í svæðinu, þ.e. 

jöfnu þúsundi, sé flogið hærra en í FL 410, en hálfu 

þúsundi sé flogið lægra en í FL 410. 

When an aircraft subjected to an act of unlawful 

interference must depart from its assigned track or its 

assigned cruising level without being able to make 

radiotelephony contact with ATS, the pilot-in-command 

should, whenever possible: 

a. attempt to broadcast warnings on the VHF 

emergency frequency and other appropriate 

frequencies, unless considerations aboard the 

aircraft dictate otherwise. Other equipment such as 

on-board transponders, data links, etc. should also 

be used when it is advantageous to do so and 

circumstances permit; and 

b. proceed at a level which differs from the cruising 

levels normally used for IFR flight in the area by 1 

000 ft (300 m) if above FL 410 or by 150 m (500 ft) 

if below FL 410. 



AIRAC AMDT 056

16 OCT 2014 


16 OCT 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





14 NOV 2014 

AIP Iceland 


ICELANDIC 




Flugumferðaratvik 

Air traffic incidents 

Orðskýring á flugumferðaratviki 

Definition of air traffic incidents 

Hugtakið „Flugumferðaratvik“ er notað um alvarleg atvik 

sem snerta flugumferðarþjónustu, svo sem: 

a. nálægð loftfara (AIRPROX); 

b. alvarleg vandræði er skapa hættu fyrir loftför sem 

orsakast t.d. af: 

i. gölluðum starfsháttum; 

ii. að ekki er farið eftir starfsháttum; eða 

iii. bilunum á jarðbúnaði. 


14 NOV 2014 

ENGLISH 

"Air traffic incident" is used to mean a serious occurrence 

related to the provision of air traffic services, such as: 

a. aircraft proximity (AIRPROX); 

b. serious difficulty resulting in a hazard to aircraft 

caused, for example, by: 

i. faulty procedures 

ii. non-compliance with procedures, or 

iii. failure of ground facilities. 


Orðskýringar fyrir nálægð loftfara og AIRPROX. 

Definitions for aircraft proximity and AIRPROX. 

Nálægð loftfara. 

Tilvik þar sem fjarlægð á milli loftfara, að mati flugmannsins 

eða starfsmanna flugumferðarþjónustunnar, hafi getað 

skapað hættuástand þar sem tekið er mið af 

staðarákvörðun og hraða þeirra og innbyrðis afstöðu. 

Nálægð loftfara er skilgreind á eftirfarandi hátt: 

Hætta á árekstri. 

Sá áhættuflokkur á nálægð loftfara þar sem alvarleg hætta 

á árekstri hefur verið til staðar. 

Öryggi ekki tryggt. 

Sá áhættuflokkur á nálægð loftfara þar sem öryggi 

loftfarsins gæti hafa verið stofnað í hættu. 

Engin hætta á árekstri. 

Sá áhættuflokkur á nálægð loftfara þar sem engin 

árekstrarhætta var til staðar. 

Áhætta ekki ákvörðuð. 

Sá áhættuflokkur á nálægð loftfara þar sem ófullnægjandi 

upplýsingar voru fyrir hendi til að ákvarða hættuna eða 

ósannfærandi eða ósamhljóða sannanir fyrirbyggðu slíka 

ákvörðun. 

Aircraft proximity. 

A situation in which, in the opinion of the pilot or the air 

traffic services personnel, the distance between aircraft, as 

well as their relative positions and speed, has been such 

that the safety of the aircraft involved may have been 

compromised. Aircraft proximity is classified as follows: 

Risk of collision. 

The risk classification of aircraft proximity in which serious 

risk of collision has existed. 

Safety not assured. 

The risk classification of aircraft proximity in which the 

safety of the aircraft may have been compromised 

No risk of collision. 

The risk classification of aircraft proximity in which no risk of 

collision has existed. 

Risk not determined. 

The risk classification of aircraft proximity in which 

insufficient information was available to determine the risk 

involved, or inconclusive or conflicting evidence precluded 

such determination. 

AIRPROX. 

Sú skammstöfun sem notuð er um flugumferðaratvik til 

ákvörðunar á nálægð loftfara í skýrslum. 

AIRPROX. 

The code word used in an air traffic incident report to 

designate aircraft proximity. 


Flugumferðaratvik eru sýnd og skilgreind í skýrslum á eftirfarandi hátt: 

Air traffic incidents are designated and identified in reports as follows: 

Tegund Merking Type Designation 

Flugumferðaratvik Atvik Air traffic incident Incident 

eins og a. að ofan AIRPROX (nálægð loftfara) as a. above AIRPROX (aircraft proximity) 

eins og b. i. og ii. að ofan Starfsháttur as b. i. and ii. above Procedure 

eins og b. iii. að ofan Búnaður as b. iii. above Facility 



AMDT 066

14 NOV 2014 


14 NOV 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


Notkun skýrsluforms flugumferðaratvika 

Use of the Air Traffic Incident Report Form 

Sjá fyrirmynd á bls. ENR 1.14-6 til 1.14-9 

Skýrsluform flugumferðaratvika er ætlað til notkunar: 

a. til skýrslugerðar um flugumferðaratvik fyrir 

flugmann, að lendingu lokinni, eða til staðfestingar á 

áður gefinni skýrslu um talstöð á meðan á flugi stóð. 

Ath.: - Ef formið er til um borð má einnig nota það 

sem dæmi við gjöf á fyrstu skýrslu á flugi. 

b. fyrir flugumferðarþjónustudeild til að skrá skýrslur 

um flugumferðaratvik sem berast um talstöð, síma 

eða fjarrita. 

Ath.: - Formið má nota sem snið fyrir texta í skeyti 

sem senda á um AFS-kerfið. 

See model on pages ENR 1.14-6 to 1.14-9. 

The Air Traffic Incident Report Form is intended for use: 

a. by a pilot for filing a report on an air traffic incident 

after arrival or for confirming a report made initially 

by radio during flight. 

Note:- The form, if available on board, may also be 

of use in providing a pattern for making the initial 

report in flight. 

b. by an ATS unit for recording an air traffic incident 

report received by radio, telephone or teleprinter. 

Note:- The form may be used as the format for the 

text of a message to be transmitted over the AFS 

network. 



Verklag um tilkynningar flugslysa og flugatvika (ásamt starfsháttum í flugi) 

Reporting procedures (including in-flight procedures) 

Samkvæmt reglugerð um tilkynningaskyldu nr. 53/2006 ber 

hverjum þeim sem veit að orðið hefur flugslys, alvarlegt 

flugatvik, flugatvik eða flugumferðaratvik að tilkynna um 

það: 

According to regulation no. 53/2006 it is mandatory, for 

anyone who knows there has been an aviation accident, 

serious incident or occurrence, to report it. 


Tilkynna ber flugslys og alvarleg flugatvik, þar með talið 

flugumferðaratvik, tafarlaust til Rannsóknarnefndar 

samgönguslysa — flugslys (RNSA). Einnig ber að skila inn 

skýrslu til RNSA. Samrit af tilkynningunni, án viðauka, skal 

sent til samhæfingarsviðs Samgöngustofu. 

Unnt er að ná til RNSA á einhvern eftirfarandi hátt: 

a. Á skrifstofutíma kl. 0900-1600. 

Sími 511 1666 / 511 1668; 

b. Utan venjulegs skrifstofutíma, svo og um helgar og 

á almennum frídögum og hátíðisdögum: 

Bakvaktasími 660 0336; 

c. Bréfsími RNSA er 511 1667, 

netfang: rnsa@rnsa.is; 

d. Jafnframt er hægt að tilkynna flugslys eða flugatvik 

til Flugstjórnarmiðstöðvarinnar í Reykjavík í síma 

424 4141 eða til lögregluembætta/ 

Neyðarlínu í síma 112. 

Rannsóknarnefnd samgönguslysa – flugslys er til húsa á 

2. hæð húss FBS-R við Flugvallarveg á Reykjavíkurflugvelli 

og póstfang hennar er: 

Rannsóknarnefnd samgönguslysa – flugslys (RNSA) 

Húsi FBS-R, v/Flugvallarveg 

Reykjavíkurflugvelli 7 


Tilkynningaeyðublað má m.a. nálgast á heimasíðu 

nefndarinnar, slóð hennar er http://www.rnsa.is. 

All accidents and serious incidents, including air traffic 

incidents shall be reported without delay to the Icelandic 

Transportations Safety Board (ITSB). An "Air Traffic 

Incident Report" shall be submitted by quickest available 

means to the ITSB. Duplicate of the report, without 

appendixes shall be sent to the Division of Coordination 

and Facilitation, The Icelandic Transport Authority 

(ICETRA). 

Contact ITSB by one of the following ways: 

a. During office hours 0900-1600; 

telephone 511 1666; 

b. Outside office hours, on weekends and during public 

holiday and red-letter days; 

Telephone 660 0336; 

c. Telefax 511 1667, 

e-mail address: rnsa@rnsa.is; 

d. It's also possible to report accidents and incidents to 

the Air Traffic Control centre in Reykjavik, telephone 

424 4141 or to the police/ 

The Emergency-Alert telephone 112. 

The Icelandic Transportations Safety Board (ITSB) is 

located on the 2. floor of the Air ground Rescue Team of 

Reykjavík building Flugvallarvegur 7 at Reykjavik airport. 

The address of the board is: 

The Icelandic Transportations Safety Board (ITSB) 

House of Air ground Rescue Team of Reykjavik 

Flugvallarvegur 7 

Reykjavik airport, IS-101 Reykjavik 

Reporting forms are available on the home page of the 

ITSB, http://www.rnsa.is. 

AMDT 066 



14 NOV 2014 

AIP Iceland 


ICELANDIC 


14 NOV 2014 

ENGLISH 

Þó spurningar á eyðublaðinu virðist óviðkomandi í tilteknu 

tilviki, skal samt fylla það sem ítarlegast út. 

Answer all questions on the reporting forms even though it 

doesn't seem relevant. 


Öll tilkynningaskyld flugatvik sbr. reglugerð nr. 53/2006 ber 

að tilkynna beint, innan 72 tíma, til samhæfingarsviðs á þar 

til gerðum eyðublöðum sem hægt er að nálgast á vef 

Samgöngustofu http://www.samgongustofa.is 

Leiðbeiningar eru einnig á vefnum. 

Hægt að senda eyðublaðið: 

a. Með tölvupósti á mandatory.reporting@icetra.is; 

b. Með símbréfi í síma 480-6003; 

c. Með pósti (og gildir þá póststimpill) eða beint til: 

Samgöngustofa 

Samhæfingarsvið – Mandatory Reporting 

Ármúla 2 


Eyðublaðið skal innihalda eins mikið af eftirtöldum 

upplýsingum og tiltækar eru. Ekki skal draga að tilkynna um 

atvik, þótt nákvæmar upplýsingar séu ekki fyrir hendi. 

a. Tegund loftfars, gerð og skrásetningarmerki; 

b. Dagsetningu og tíma flugslyssins/flugatviksins; 

c. Síðasta brottfararstað og næsta áformaðan 

lendingarstað; 

d. Slysstað/atviksstað; 

e. Fjölda flugverja og farþega um borð; 

f. Fjölda flugverja og farþega sem fórust eða 

meiddust; 

g. Fjölda annarra sem fórust eða meiddust; 

h. Stutta lýsingu í tímaröð á flugslysinu eða 

flugatvikinu; 

i. Stutta lýsingu á aðstæðum á slysstað/atviksstað 

s.s. veðurskilyrðum og landslagi 

j. Skemmdir á loftfarinu. 

Þeim sem tilkynnir um atvik sem ekki hefur leitt til flugslyss 

eða alvarlegs flug- eða flugumferðaratviks innan 72 klst. 

verður ekki refsað eða hann beittur viðurlögum þótt um sé 

að ræða brot gegn ákvæðum laganna eða á reglum settum 

á grundvelli þeirra, skv. 141. gr. laga um loftferðir. Slíkt 

refsileysi gildir þó ekki sé brot framið af ásetningi, stórfelldu 

gáleysi, undir neyslu áfengis, örvandi eða deyfandi lyfja. 

Skv. sömu lagagrein verður tilkynningu ekki beitt sem 

sönnunargagni í opinberu máli varðandi atvik sem ekki 

verður refsað fyrir. 

Samkvæmt lögum um Samgöngustofu nr. 119/2012, 19 gr. 

eru starfsmenn bundnir þagnarskyldu. Ennfremur eru þeir 

sem, skv. 11 gr. reglugerðar nr. 53/2006 eru þeir sem taka 

við tilkynningum skv. reglugerðinni bundnir þagnarskyldu 

um það sem þeir komast að í starfi sínu og leynt á að fara 

um efni tilkynninga og úrvinnslu og tilkynnanda hverju sinni. 

Þagnarskyldan helst þótt látið sé af starfi. 

All incidents which are mandatory to report according to 

regulation no. 53/2006, on mandatory reporting, shall be 

reported directly, within 72 hours, to the Division of 

Coordination and Facilitation using the correct forms which 

are available on http://www.icetra.is. 

Instructions on how to fill in the forms are also available at 

the web. 

Please send the form to: 

a. By e-mail to mandatory.reporting@icetra.is; 

b. By telefax to 480-6003; 

c. By mail (the post stamp is valid) or directly to: 

The Icelandic Transport Authority 

Division of Coordination and Facilitation – 

Mandatory Reporting 

Armula 2 

IS-108 Reykjavik 

Reporting form shall include as much of the following 

information's as possible. Do not delay reporting an 

incident, even though precise information are not available. 

a. Type of aircraft and registration; 

b. Date and time of the accident/incident; 

c. Last departure point and next destination; 

d. Place of the accident/incident; 

e. Number of crew members and passengers on 

board; 

f. Number of injured or deceased crew members and 

passengers; 

g. Number of others injured or deceased; 

h. Short description of the accident or incident in 

chronological order; 

i. Short description on conditions at the location of the 

accident/incident for example weather and 

landscape; 

j. Damages on the aircraft. 

According to Article 141 of the Aviation Act no. 60/1998, a 

party giving notice pursuant to Article 47 of the Act within 72 

hours of incidents which have not led to an aircraft accident 

or serious aviation or air traffic incident will not be punished 

or subjected to sanctions even in the event of violation of 

the provisions of the Act or rules grounded in the Act, 

except in the case of intent, gross negligence or use of 

alcohol, stimulants or depressants. 

Notices of incidents which do not give rise to sanctions shall 

not be used as evidence in public proceedings, cf. Article 

141(3) of the same Act. 

According to Article 19 of the Icelandic Transport Authority 

Act no. 119/2012 ITA personnel are bound to secrecy. 

Furthermore according to Article 11 of the regulation no. 53/ 

2006 personnel who receive these reports are bound to 

secrecy on whatever they learn, and should be discreet, on 

the content and process of a report and/or the reporter. The 

secrecy is maintained even though the personnel quits his 

job. 



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ENGLISH 


Flugmenn fylgi eftirfarandi starfsháttum eigi eða hafi þeir átt 

þátt í atviki: 

a. á flugi, nota viðeigandi fjarskiptatíðni við jarðstöð ef 

tilkynna á mjög alvarlegt atvik sérstaklega ef annað 

loftfar á þátt í því þannig að staðreyndir berist sem 

fyrst; 

b. afhenda útfyllt skýrsluform um flugumferðaratvikið 

eins fljótt og auðið er eftir lendingu: 

i. til staðfestingar á fyrstu skýrslu sem afhent 

var samkvæmt a. hér að ofan, eða til fyrstu 

atvika skýrslugerðar ef ekki reyndist auðið að 

tilkynna hana um talstöð; 

ii. til að tilkynna atvik sem ekki þarfnaðist 

tilkynningar strax þegar það átti sér stað. 

The following are the procedures to be followed by a pilot 

who is or has been involved in an incident: 

a. during flight, use the appropriate air/ground 

frequency for reporting an incident of major 

significance, particularly if it involves other aircraft, 

so as to permit the facts to be ascertained 

immediately; 

b. as promptly as possible after landing, submit a 

completed Air Traffic Incident Report Form; 

i. for confirming a report of an incident made 

initially as in a. above, or for making the initial 

report on such an incident if it had not been 

possible to report it by radio; 

ii. for reporting an incident which did not require 

immediate notification at the time of 

occurrence. 


Eftirfarandi upplýsingar eiga að vera í fyrstu skýrslu sem 

gefin er um talstöð: 

a. auðkenni loftfars; 

b. tegund atviks, t.d. nálægð loftfara; 

c. atvikið; 

1. a) og b); 

2. a), b), c), d), n); 

3. a), b), c), i); 

4. a), b); 

d. ýmislegt: 

1. e). 

An initial report made by radio should contain the following 

information: 

a. aircraft identification; 

b. type of incident, e.g. aircraft proximity; 

c. the incident; 

1. a) and b); 

2. a), b), c), d), n); 

3. a), b), c), i); 

4. a), b); 

d. miscellaneous: 

1. e). 


Staðfestingarskýrslu um mjög alvarlegt atvik sem fyrst var 

tilkynnt um í talstöð eða fyrstu skýrslu á eitthvert annað 

atvik, ætti að afhenda ATS-tilkynningastöð eftir lendingu á 

fyrsta flugvelli svo hægt sé að koma henni til 

Rannsóknarnefndar Samgönguslysa - flugslys. 

Flugmaðurinn ætti að fylla út skýrsluform vegna 

flugumferðaratvika til uppfyllingar fyrstu skýrslu eins og 

nauðsynlegt þykir. 

Ath.: Þar sem engin ATS-tilkynningastöð er fyrir hendi má 

afhenda skýrsluna annarri flugumferðarþjónustudeild. 

The confirmatory report on an incident of major significance 

initially reported by radio or the initial report on any other 

incident should be submitted to the ATS Reporting Office of 

the aerodrome of first landing for submission to The 

Icelandic Transportation Safety Board. The pilot should 

complete the Air Traffic Incident Report Form, 

supplementing the details of the initial reports as 

necessary. 

Note:Where there is no ATS Reporting Office, the report 

may be submitted to another ATS unit. 

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ENGLISH 



Ástæða fyrir tilkynningu og meðhöndlun formsins 

Purpose of reporting and handling of the form 

Ástæðan fyrir tilkynningum á nálægðaratvikum loftfara og 

rannsókn þeirra er til að stuðla að öryggi loftfara. 

Áhættustigið sem á sér stað í nálægðaratvikum ætti að 

ákvarðast af rannsókn atviksins og flokkast sem „hætta á 

árekstri“, „öryggi ekki tryggt“, „engin hætta á árekstri“ eða 

„áhætta ekki ákvörðuð“. 

The purpose of the reporting of aircraft proximity incidents 

and their investigation is to promote the safety of aircraft. 

The degree of risk involved in an aircraft proximity incident 

should be determined in the incident investigation and 

classified as "risk of collision", "safety not assured", "no risk 

of collision" or "risk not determined". 


Ástæðan fyrir forminu er að veita stjórnendum rannsókna 

eins fullkomnar upplýsingar um flugumferðaratvik og hægt 

er til að gera þeim kleift að tilkynna um niðurstöðu 

rannsóknarinnar með sem minnstum töfum til flugmannsins 

eða viðkomandi stjórnenda og ef við á hvaða úrbætur verði 

gerðar. 

The purpose of the form is to provide investigatory 

authorities with as complete information on an air traffic 

incident as possible and to enable them to report back, with 

the least possible delay to the pilot or operator concerned, 

the result of the investigation of the incident and, if 

appropriate, the remedial action taken. 



AMDT 066

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ICELANDIC 

AIP Iceland 


ENGLISH 

1. ICAO model air traffic incident report form 

AIR TRAFFIC INCIDENT REPORT FORM 

For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included. 

A — AIRCRAFT IDENTIFICATION 

B — TYPE OF INCIDENT 

AIRPROX / PROCEDURE / FACILITY* 

C — THE INCIDENT 

1. General 

a) Date / time of incident ___________________________________________________________________________ UTC 

b) Position ______________________________________________________________________________________ 

2. Own aircraft 

a) Heading and route ______________________________________________________________________________ 

b) True airspeed ____________________________________ measured in ( ) kt ______ ( ) km/h ______ 

c) Level and altimeter setting ________________________________________________________________________ 

d) Aircraft climbing or descending 

( ) Level flight ( ) Climbing ( ) Descending 

e) Aircraft bank angle 

( ) Wings level ( ) Slight bank ( ) Moderate bank 

( ) Steep bank ( ) Inverted ( ) Unknown 

f) Aircraft direction of bank 

( ) Left ( ) Right ( ) Unknown 

g) Restrictions to visibility (select as many as required) 

( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen 

( ) Other cockpit structure ( ) None 

h) Use of aircraft lighting (select as many as required) 

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights 

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights 

( ) Other ( ) None 

i) Traffic avoidance advice issued by ATS 

( ) Yes, based on ATS surveillance 

system 

( ) Yes, based on visual sighting ( ) Yes, based on other information 

( ) No 

j) Traffic information issued 


system 


( ) No 

* Delete as appropriate. 

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ENGLISH 

k) Airborne collision avoidance system — ACAS 

( ) Not carried ( ) Type ( ) Traffic advisory issued 

( ) Resolution advisory issued ( ) Traffic advisory or resolution 

advisory not issued 

l) Identification 

( ) No ATS surveillance system 

available 

( ) Identification ( ) No identification 

m) Other aircraft sighted 

( ) Yes ( ) No ( ) Wrong aircraft sighted 

n) Avoiding action taken 

( ) Yes ( ) No 

o) Type of flight plan IFR / VFR / none* 

3. Other aircraft 

a) Type and call sign / registration (if known) _____________________________________________________________ 

b) If a) above not known, describe below 

( ) High wing ( ) Mid wing ( ) Low wing 

( ) Rotorcraft 

( ) 1 engine ( ) 2 engines ( ) 3 engines 

( ) 4 engines ( ) More than 4 engines 

Marking, colour or other available details 

____________________________________________________________________________________________________ 

____________________________________________________________________________________________________ 

____________________________________________________________________________________________________ 

____________________________________________________________________________________________________ 

c) Aircraft climbing or descending 

( ) Level flight ( ) Climbing ( ) Descending 

( ) Unknown 

d) Aircraft bank angle 

( ) Wings level ( ) Slight bank ( ) Moderate bank 

( ) Steep bank ( ) Inverted ( ) Unknown 

e) Aircraft direction of bank 

( ) Left ( ) Right ( ) Unknown 

f) Lights displayed 

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights 

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights 

( ) Other ( ) None ( ) Unknown 




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ENGLISH 

g) Traffic avoidance advice issued by ATS 


system 


( ) No ( ) Unknown 

h) Traffic information issued 


system 


( ) No ( ) Unknown 

i) Avoiding action taken 

( ) Yes ( ) No ( ) Unknown 

4. Distance 

a) Closest horizontal distance _________________________________________________________________________ 

b) Closest vertical distance ____________________________________________________________________________ 

5. Flight meteorological conditions 

a) IMC / VMC* 

b) Above / below* clouds / fog / haze or between layers* 

c) Distance vertically from cloud __________ m / ft* below __________ m / ft* above 

d) In cloud / rain / snow / sleet / fog / haze* 

e) Flying into / out of* sun 

f) Flight visibility _______ m / km* 

6. Any other information considered important by the pilot-in-command 

_____________________________________________________________________________________________________ 

_____________________________________________________________________________________________________ 

_____________________________________________________________________________________________________ 

_____________________________________________________________________________________________________ 

_____________________________________________________________________________________________________ 

D — MISCELLANEOUS 

1. Information regarding reporting aircraft 

a) Aircraft registration ________________________________________________________________________________ 

b) Aircraft type ______________________________________________________________________________________ 

c) Operator ________________________________________________________________________________________ 

d) Aerodrome of departure ____________________________________________________________________________ 

e) Aerodrome of first landing ________________ Destination _______________________________________________ 

f) Reported by radio or other means to ________________________ (name of ATS unit) at date/time _______________ UTC 

g) Date / time / place of completion of form _____________________________________________________________ 


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ENGLISH 

2. Function, address and signature of person submitting report 

a) Function _________________________________________________________________________________________ 

b) Address _________________________________________________________________________________________ 

c) Signature ________________________________________________________________________________________ 

d) Telephone number _________________________________________________________________________________ 

3. Function and signature of person receiving report 

a) Function ________________________ b) Signature ____________________________________________________ 

E — SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED 

1. Receipt of report 

a) Report received via AFTN / radio / telephone / other (specify)* ______________________________ 

b) Report received by __________________________________ (name of ATS unit) 

2. Details of ATS action 

Clearance, incident seen (ATS surveillance system/visually, warning given, result of local enquiry, etc.) 

______________________________________________________________________________________________________ 

______________________________________________________________________________________________________ 

______________________________________________________________________________________________________ 

______________________________________________________________________________________________________ 

DIAGRAMS OF AIRPROX 

Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming YOU are at the centre of each 

diagram. Include first sighting and passing distance. 

10 

9 

8 

7 

6 

5 

4 

3 

2 

1 

0 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

Hundreds of metres 

Hundreds of metres 

14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 

VIEW FROM ABOVE 

Hundreds of FEET 

10 

9 

8 

7 

6 

5 

4 

3 

2 

1 

0 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

VIEW FROM ASTERN 

300 

270 

240 

210 

180 

150 

120 

90 

60 

30 

0 

30 

60 

90 

120 

150 

180 

210 

240 

270 

300 

METRES 




AMDT 066

14 NOV 2014 


14 NOV 2014 

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AIP Iceland 


ENGLISH 

Leiðbeiningar fyrir útfyllingu á skýrsluformi vegna 

flugumferðaratvika 

Liður: 

Instructions for the completion of the Air Traffic 

Incident Report Form 

Item: 

A Auðkenni loftfars sem gefur skýrsluna. A Aircraft identification of the aircraft filing the report. 

B 

AIRPROX-skýrsla ætti að vera gefin tafarlaust 

um talstöð. 

B 

An AIRPROX report should be filed immediately 

by radio. 

C1 

Dagur, tími (UTC) og staðarákvörðun í stefnu 

og fjarlægð frá leiðsöguvirki eða í breidd og 

lengd. 

C1 

Date/time UTC and position in bearing and 

distance from a navigation aid or in LAT/LONG. 

C2 

Upplýsingar varðandi loftfarið sem gefur 

skýrsluna, merkið við eins og nauðsynlegt er. 

C2 

Information regarding aircraft filing the report, tick 

as necessary. 

C2 c) 

Til dæmis FL350/1013 hPa eða 2500 ft/QNH 

1007 hPa eða 1200 ft/QFE 998 hPa. 

C2 c) 

E.g. FL 350/1 013 h Pa or 2 500 ft/QNH 1 007 h Pa 

or 1 200 ft/QFE 998 hPa. 

C3 Upplýsingar er varða hitt loftfarið í atvikinu. C3 Information regarding the other aircraft involved. 

C4 

Fjarlægð þegar ferlar skárust - staðfestið 

notaða mælieiningu. 

C4 

Passing distance - state units used. 

C6 

Festið við nauðsynleg aukablöð. Skemað má 

nota til að sýna afstöðu loftfaranna. 

C6 

Attach additional papers as required. The 

diagrams may be used to show aircraft’s positions. 

D1 f) 

Nefnið flugumferðarþjónustudeild og dag/tíma 

í UTC. 

D1 f) 

State name of ATS unit and date/time in UTC. 

D1 g) 

Dagsetning og tími í UTC og staður þar sem 

skýrslan er útfyllt. 

D1 g) 

Date and time in UTC and place of completion of 

form. 

E2 

Tiltakið hvaða flugumferðarþjónusta var veitt, 

fjarskiptatíðni, gefinn ratsjárkóða og 

hæðarmælisstillingu. Notið skemað til að sýna 

staðsetningu loftfars og bætið við blöðum eftir 

þörfum. 

E2 

Include details of ATS unit such as service 

provided, radiotelephony frequency, SSR Codes 

assigned and altimeter setting. Use diagram to 

show the aircraft’s position and attach additional 

papers as required. 

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ICELANDIC 


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ENGLISH 



LOFTRÝMI FLUGUMFERÐARÞJÓNUSTU 

AIR TRAFFIC SERVICES AIRSPACE 

FIR, CTA, TMA, ATZ og CTR 

FIR, CTA, TMA, ATZ and CTR 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 

þjónustuna / 

Kallmerki 

Tungumál 

Notkunarskilyrði 

Þjónustutími / 

Tíðni 

Tilgangur / Athugasemdir / 

Name 

Lateral Limits 

Vertical Limits 

Class of airspace 

Unit providing 

Service 

Call Sign 

Languages 

Area and Conditions of use 

Hours of Service 

Frequency 

Purpose 

Remarks 

FLUGUPPLÝSINGASVÆÐI REYKJAVÍKUR / 

REYKJAVIK FLIGHT INFORMATION REGION 

Along 730000N from 0200000W to 000000W 

dct 610000N 0000000W along 610000N to 

0300000W dct 633000N 0390000W dct 

700000N 0200000W dct 730000N 0200000W. 

Efri mörk: ÓtakmarkaðNeðri mörk: Jörð / 

Upper Limit: Unlimited 

Lower Limit: Ground 

Class A above FL055 except within the 

Domestic area Class A above FL195. 

Class E within the Domestic area at and below 

FL195 and at and above 3000 feet MSL or1000 

feet GND which ever is higher excluding the 

FAXI TMA. 

Class G at and below FL055 except within 

Domestic area Class G below 3000 feet MSL or 

1000 feet above GND whichever is higher. 

Flugstjórnarmiðstöðin 

í 

Reykjavík / 

OACC Reykjavík 

Reykjavík flugstjórn / 

Reykjavík Control 

Enska / English 

H24 

Flugstjórnarsvæði 

Reykjavíkur, að 

undanskildu FAXI TMA, 

er skipt í sex eftirfarandi 

sektora: / 

Reykjavík Control Area 

excluding FAXI TMA, is 

divided into six sectors as 

follows: 

Úthafssvæði A 

Úthafssvæði B / 

Oceanic Sector A 

Oceanic Sector B 

Austursvæði: 

Suðursvæði: 

Vestursvæði: 

Norðursvæði: / 

East sector: 

South sector: 

West sector: 

North sector: 

Vélar sem fljúga 

samkvæmt 

blindflugsreglum í gegnum 

Flugupplýsingasvæði 

Reykjavíkur skulu búin 

SSR ratsjársvara sem 

sendir frá sér 

hæðarupplýsingar 

All aircraft operating as 

IFR flights in the Reykjavik 

flight information region 

shall be equipped with a 

pressure-altitude 

reporting SSR 

transponder. 

ÚTHAFSSVÆÐI 

HLIÐARMÖRK A: / 

OCEANIC AREA: 

LATERAL LIMITS A: 

Sömu og fyrir Reykjavík FIR utan 

innanlandssvæðis og Vagar TIZ þegar það 

er í notkun / 

Same as for Reykjavík FIR excluding the 

airspace of the Domestic Area and Vagar TIZ 

when active. 


í 

Reykjavík / 





H24 

Efri mörk: Ótakmarkað 

Neðri mörk: Jörð / 

Upper Limit: Unlimited. 

Lower Limit: SFC 

Flokkur A fyrir ofan FL 55 

Flokkur G í og fyrir neðan FL 55 / 

Class A above FL 55 

Class G at and below FL 55 . 



AMDT 065

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AIP Iceland 


ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

ÚTHAFSSVÆÐI 

HLIÐARMÖRK B: / 

OCEANIC AREA: LATERAL LIMITS B: 

633000N 0390000W along 

633000N to 0554000W dct 

650000N 0574500W dct 

760000N 0760000W dct 

780000N 0750000W dct 

820000N 0600000W dct 

NORTH POLE dct 

820000N 0300000E along 

820000N to 0000000W dct 

730000N 0000000W along 

730000N from 0000000E / W to 0200000W dct 

700000N 0200000W dct 

633000N 0390000W. 


Neðri mörk: FL 195 / 

Upper Limit: Unlimited 

Lower Limit: FL195 


í 

Reykjavík / 





H24 

LANDSTÖÐ FYRIR 

FLUGFJARSKIPTI: 

AÐAL: Ísland 

KALLMERKI: Iceland 

Radio (Gufunes). 

TUNGUMÁL: Enska. 

VARA: Gander Radio, 

Shanwick Radio og 

Bodo Radio. 

TUNGUMÁL: Enska / 

AERONAUTICAL 

STATIONS: 

PRIMARY: Iceland. 

CALL SIGN: Iceland 

Radio. 

LANGUAGE: English. 

SECONDARY: Gander 

Radio, Shanwick Radio 

and Bodo Radio. 

Flokkur A loftrými 

(Sjá AIP Grænland fyrir flokkun fyrir neðan 

FL 195) / 

Class A airspace. (See AIP Greenland for 

classification below FL 195) 

UNDIRDEILD ÚTHAFS- OG 

INNANLANDSSVÆÐISINS - 

AUSTURSEKTOR AUK RATSU TRIANGLE 

(sjá ENR 2.2.3) / 

SUB-DIVISION OF OCEANIC AND 

DOMESTIC AREA-EAST SECTOR 

INCLUDING RATSU TRIANGLE (see ENR 

2.2.3): 

610000N 0000000E/W dct 

692000N 0000000E/W thence along 

692000N to 692000N 0200000W dct 

660000N 0140000W dct 

640000N 0120000W dct 

610000N 0100000W dct 

603000N 0100000W dct 

610000N 0070000W thence along 

610000N to 0000000E/W. 


í 

Reykjavík / 





H24 

Bein flugfjarskipti flugumferðarstjóra 

/ flugmanna: 

Direct controller / pilot 

communication: VHF 

126.750 MHz HO 24H, 

132.200 MHz, 

125.500 MHz & 128.800 

MHz On demand. 

Tíðni fyrir almenn flugfjarskipti 

á VHF: / 

General purpose VHF: 

127.850 MHz / primary 

129.625 MHz and 

126.550 MHz / secondary 

HF family D frequencies 

Efri mörk: Ótakmarkað nema RATSU 

Triangle / Upper limit: Unlimited excluding 

RATSU Triangle 

610000N 0100000W along 

610000N to0070000W dct 

603000N 0100000W dct 

610000N 0100000W. 

Efri mörk F660. 

(sjá ENR 2.2.3 RATSU TRIANGLE. / 

Upper limit F660 

(see ENR 2.2.3 RATSU TRIANGLE) 

Neðri mörk: 

a)Jörð, að undanskildu Vagar TIZ þegar það 

er í notkun, sjá einnig ENR 2.2 varðandi 

hliðarmörk loftrýmis afhent til Aberdeen 

ATSU (FL85). 

b) 7500 fet Vagar TIZ. 

Lower limit: 

a)GND, excluding Vagar TIZ, when active, see 

also ENR 2.2 regarding delegation of airspace 

to Aberdeen ATSU (FL85). 

b)7500 feet Vagar TIZ. 

AMDT 065 



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22 AUG 2014 

ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

UNDIRDEILD ÚTHAFS OG 

INNANLANDSSVÆÐISINS - 

SUÐURSEKTOR / 

SUB-DIVISION OF OCEANIC AND 

DOMESTIC AREA -SOUTH SECTOR: 

610000N 0100000W dct 

640000N 0120000W dct 

660000N 0140000W dct 


692000N to 692000N 0300000W dct 


610000N to 0100000W. 


Neðri mörk: SFC, 

UPPER LIMIT: Unlimited. 

LOWER LIMIT: SFC 


í 

Reykjavík / 

OACC Reykjavik 




H24 


/ flugmanna: 

Direct controller / 

pilot communication: 

VHF 119,700 MHz HO 

24H, 125.700 MHz, 

128.600 MHz, 

132.300 MHz, 

123.900 MHz & 129.900 

MHz. 


á VHF: / 



129.625 MHz and 


HF family B, C, or D 

frequencies. 

UNDIRDEILD ÚTHAFSSVÆÐISINS - 

VESTURSEKTOR 

SUB-DIVISION OF OCEANIC AREA -WEST 

SECTOR: 

703000N 0640000W dct 

650000N 0574500W dct 

633000N 0554000W along 

633000N to 0390000W dct 

610000N 0300000W dct 

703000N 0300000W along 

703000N to 703000N 0640000W. 


í 

Reykjavík / 





H24 


/ flugmanna: 


communication: VHF 

124.400 MHz On demand. 


á VHF: / 


127.850 MHz. 

Efri mörk: Ótakmarkað. 

Neðri mörk: 

a) Jörð utan FIR Syðri Straumfjarðar 

b) FL 195 innan FIR Syðri Straumfjarðar 

Flokkur A: Fyrir ofan FL 195 í BGGL FIR. Í 

BIRD FIR fyrir ofan FL 55 / 

HF-tíðnir flokkur D / 

HF family D frequencies 


Lower Limit: 

a) GND outside Söndreström FIR 

b) FL 195 within Söndreström FIR 

Class A: Above FL 195 in BGGL FIR. 

In BIRD FIR Above FL 55. 

UNDIRDEILD ÚTHAFSSVÆÐISINS - 

NORÐURSECTOR / 

SUB-DIVISION OF OCEANIC AREA -NORTH 

SECTOR: 


í 

Reykjavík / 






HF-family D frequencies 

703000N 0640000W dct 

760000N 0760000W dct 

780000N 0750000W dct 

820000N 0600000W dct North Pole dct 

820000N 0300000E along 

820000N to 0000000E/W dct 

692000N 0000000W along 

692000N to 0692000N 0300000W dct 

703000N 0300000W 

H24 

Efri mörk: Ótakmarkað. 

Lægri mörk: Jörð nema yfir BGGL FIR FL 

195. 

Flokkur A: Fyrir ofan FL 195 í BGGL FIR. Í 

BIRD FIR fyrir ofan FL 55 eða 2000 fet yfir 

jörðu hvort sem er hærra (Jan Mayen 8347 

fet) / 


Lower Limit: GND above BGGL FIR FL 195. 

Class A: Above FL 195 in BGGL FIR. In BIRD 

FIR above FL 55 or 2000 feet above GND 

whichever is higher (Jan Mayen 8347 feet). 



AMDT 065

22 AUG 2014 


22 AUG 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

INNANLANDSSVÆÐI: 

HLIÐARMÖRK: / 

DOMESTIC AREA: 

LATERAL LIMITS: 

673000N 0260000W along 673000N to 

0110000W dct 640000N 0110000W dct 

630000N 0160000W along 630000N to 

0184413W an arc of 120 NM radius from KEF 

VORTAC to 652119N 0260000W dct 673000N 

0260000W. 

Efri mörk: 

Ótakmarkað 

Neðri mörk: 

a) GND / 

UPPER LIMIT: F245 

LOWER LIMIT: 

a) GND 


í 

Reykjavík / 

ACC Reykjavik 


í 

Reykjavík / 

ACC Reykjavik 


Reykjavik Control 


Íslenska / Icelandic 

H24 



Íslenska og enska / 

Icelandic and English 

H24 

119.700 MHz HO 24H Aircraft will receive Air 

Traffic Service from South 

Sector on 119.700 MHz 

west of a line from 

61N010W to 64N012W 

66N014W 6920N02000W 

and from East Sector on 

126.750 MHz east of this 

119.700 MHz HO 24H line. 

Flokkur A fyrir ofan FL 195. 

Flokkur E í eða fyrir neðan FL 195 í og ofan 

3000 fet eða 1000 fet GND hvort sem er 

hærra. 

Flokkur G fyrir neðan 3000 fet MSL eða 1000 

fet GND hvort sem er hærra / 

Class A airspace above FL 195. 

Class E airspace at or below FL 195 at and 

above 3000 feet MSL or1000 feet GND which 

ever is higher. 

(Class G airspace below 3000 feet MSL or 

1000 feet GND which ever is higher.) 

AMDT 065 



22 AUG 2014 

AIP Iceland 



22 AUG 2014 

ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

AÐFLUGSSTJÓRNARSVÆÐI FAXI 

(FAXI TMA inniheldur Reykjavíkur og 

Keflavíkur aðflugsstjórnardeildir) / 

FAXI TERMINAL CONTROL AREA: 

(FAXI TMA is formed by Keflavík and Reykjavík 

Approach Sectors) 

643800N 0225800W dct 

644709N 0225215W dct 

644253N 0222824W dct 

644208N 0220853W dct 

643951N 0211711W dct 

641734N 0205542W dct 

635203N 0211739W dct 

634325N0211354W dct a circle of 40 NM 

radius centred at KEF VORTAC (635913N 

0223652W) to 

643800N 0225800W. 


í 

Reykjavík / 

ACC Reykjavik 

Keflavík aðflug / 

Reykjavík aðflug / 

Keflavik Approach / 

Reykjavik Approach 



H24 

VHF: 

119.300 MHz (Keflavik) 

119.000 MHz (Reykjavik) 

UHF: 

377.200 MHz (Keflavik) 

Neyð / 

Emergency 121.500 MHz 

Carriage of an operational 

Transponder is mandatory 

within FAXI TMA. 

Gliders are exempt from 

this rule. 

Efri mörk: FL 245. 

Neðri mörk: 

a) 3000 fet MSL eða 1000 fet jörð, hvort 

heldur er hærra. 

b) 1 000 fet MSL innan 5 NM svæðis frá 

641338N 0215253W 641829N 0215018W sem 

umlykur flugstjórnarsvið Keflavíkur og 

Reykjavíkur að 634720N 0221617W 635118N 

0222307W. 

c) 2000 MSL fet innan 5NM svæðis 

umhverfis flugstjórnarsvið Keflavíkur og 

Reykjavíkur frá 635118N 0222307W 634720N 

0221617W 635902N 0214058W beint 

640118N 0214152W síðan 3 NM hringferill að 

640654N 0213532W beint 640803N 

0214217W. / 

UPPER LIMIT: FL 245. 

LOWER LIMIT: 

a) 3000 feet MSL or 1000 feet GND whichever 

is higher. 

b) 1000 MSL feet within the 5 NM buffer zone 

from 641338N 0215253W 641829N 0215018W 

around Reykjavík and Keflavík Control Zones 

to 634720N 0221617W 635118N 0222307W. 

c) 2000 MSL feet within 5NM radius around 

Keflavik and Reykjavik CTR from 635118N 

0222307W 634720N 0221617W 635902N 

0214058W dct 640118N 0214152W then 3 NM 

radius to 640654N 0213532W dct 640803N 

0214217W. 



AMDT 065

22 AUG 2014 


22 AUG 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

AÐFLUGSTJÓRNARDEILD KEFLAVÍKUR / 

KEFLAVÍK APPROACH SECTOR: 

Circle of 40 NM radius centered at KEF 

VORTAC (635913N 0223652W) excluding an 

area east of straight lines joining successively 

the following points: 

643800N 0225800W dct 

643100N 0224400W dct 

641900N 0222800W dct 

640900N 0223000W dct 

640300N 0221600W dct 

635700N 0214400W dct 

634325N 0211354W. 


í 

Reykjavík / 

ACC Reykjavik 

Keflavík aðflug / 

Keflavik Approach 



H24 

VHF: 119.300 MHz 

UHF: 377.200 MHz 

Neyð / 

Emergency 121.500 MHz 

Efri/neðri mörk: Eins og FAXI TMA. 


Flokkur C í eða fyrir neðan FL 195. 

Flokkur G fyrir neðan neðri mörk. 

Upper / Lower Limits as FAXI TMA. 


Class C airspace at and below FL 195.. 

(Class G airspace below lower limit) 

AÐFLUGSSTJÓRNARDEILD 

REYKJAVÍKUR / 

REYKJAVÍK APPROACH SECTOR: 

643800N 0225800W dct 

644709N 0225215W dct 

644253N 0222824W dct 

644208N 0220853W dct 

643951N 0211711W dct 

641734N 0205542W dct 

635203N 0211739W dct 

634325N 0211354W dct 

635700N 0214400W dct 

640300N 0221600W dct 

640900N 0223000W dct 

641900N 0222800W dct 

643100N 0224400W dct 

643800N 0225800W. 


í 

Reykjavík / 

ACC Reykjavik 

Reykjavík aðflug / 

Reykjavík Approach. 


Icelandic and English. 

VHF: 119.000 MHz. 

Efri / neðri mörk: Eins og FAXI TMA. 


Flokkur D í eða fyrir neðan FL 195 

Flokkur G fyrir neðan neðri mörk / 

UPPER / LOWER LIMITS as FAXI TMA. 


Class D airspace at and below FL 195. 

(Class G airspace below lower limit) 

AMDT 065 



22 AUG 2014 

AIP Iceland 



22 AUG 2014 

ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

Akureyri TMA 

Tveir hálfhringir með 10 NM radíus með 

miðju á HJ NDB of NB NDB tengdir með 

samsíða línum / 

Two semicircles located on HJ NDB and NB 

NDB radius of 10NM connected with direct lines 

Efri mörk 7 000 fet MSL / 

Upper limit 7 000 feet MSL 

Neðri mörk 3 000 fet MSL eða 1 000 fet jörð 

hvort sem er hærra / 

Lower limit 3 000 feet MSL or 1 000 feet GND 

whichever is higher. 

Akureyri 

TWR / APP 

Akureyri turn / aðflug 

Akureyri Tower 



Sjá AIP SUPPLEMENT um 

þjónustutíma / 

See AIP SUPPLEMENT for 

Hrs of service 

VHF: 

118.200 MHz, 

118.700 MHz. 

Neyð / Emergency: 

121.500 MHz. 

Flokkur: D 

Flokkur E utan þjónustutíma / 

Class D 

Class E outside hours of operations 

Akureyri CTR 

Línur er tengjast í eftirfarandi punkta: / 

Straight lines joining following points: 

655257N0175633W 

653858N0174833W 

652522N0175556W 

652756N0182620W 

653923N0181956W 

654927N0182638W 

Efri mörk: 3 000 fet MSL/ utan þjónustutíma 

lægri mörk flugstjórnarsvæðis 

Neðri mörk: jörð / 

UPPER LIMIT:3 000 MSL/ Lower limit of the 

control area outside hours of operation 

LOWER LIMIT: GND 

Flokkur: D 

Flokkur G utan þjónustutíma / 

Class D 

Class G outside hours of operations 

Melgerðismelar ATZ, Vallarsvið / 

Melgerdismelar ATZ, Aerodrome Traffic Zone 

Hringur með 2 NM radius með miðju á BIMM 

(6529N01810W) / 

Circle with 2NM radius centered on BIMM 

(6529N01810W) 

Efri mörk 1500 fet MSL 

Neðri mörk jörð. 

Flokkur G / 

Upper limit 1500 feet MSL 

Lower limit GND 

Class G 



AMDT 065

22 AUG 2014 


22 AUG 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

Keflavík CTR flugstjórnarsvið / 

Keflavík CTR 

Tveir samtengdir hálfhringir, með 10 NM 

radíus, með miðju á KEF VORTAC (635913N 

0223652W), og með 6 NM radíusi, með miðju 

á IRE DME (640748N 0215558W). Þessum 

hálfhringjum er skipt með línu sem fellur 90° 

á línu sem tengir KEF VORTAC og IRE DME 

og er sú lína 11.85NM frá KEF VORTAC. 

Keflavík CTR er vestan þessarar línu / 

Lines joining two semicircles 10NM centred on 

KEF VORTAC (635913N 0223652W) and 6 

NM centred on IRE DME (640748N 

0215558W), devided by line drawn 90° on the 

line joining two facilities, 11.85 NM from KEF 

VORTAC. 

Keflavík CTR is west of this line. 

Efri mörk: 3 000 fet MSL 

Neðri mörk: GND / 

Upper Limit: 3 000 feet MSL 

Lower Limit: GND 

Flokkur D / 

Class D 

Keflavík / TWR Keflavík turn / 

Keflavík tower 

Íslenska og enska 


H24 

Keflavik TWR: 

VHF: 118.300 MHz 

UHF: 257.800 MHz 

Neyð / Emergency 

121.500 MHz 


243.000 MHz 

Reykjavík CTR flugstjórnarsvið / 

Reykjavík CTR 

Reykjavik 

TWR 

Reykjavík turn / 

Reykjavík tower 

Reykjavík Turn: / 

Reykjavik TWR: 

Tveir samtengdir hálfhringir, með 10 NM 

radíus, með miðju á KEF VORTAC (635913N 

0223652W), og með 6 NM radíus, með miðju 

á IRE DME (640748N 0215558W). Þessum 

hálfhringjum er skipt með línu sem fellur 90° 

á línu sem tengir KEF VORTAC og IRE DME 

og er sú lína 11.85NM frá KEF VORTAC. 

Reykavík CTR er austan þessarar línu / 

Lines joining two semicircles 10NM centred on 

KEF VORTAC (635913N 0223652W) and 6 

NM centred on IRE DME (640748N 

0215558W), devided by line drawn 90° on a line 

joining two facilities, 11.85 NM from KEF 

VORTAC. 

Reykjavík CTR is east of this line. 

Efri mörk: 3 000 fet MSL. 


Upper Limit: 3 000 feet. MSL. 




Daglega / daily: 

0700-2300 

Skv. beiðni / O/R: 

2300-0700 

Nýársdag, páskadag og 

jóladag, skv. beiðni / 

New Years Day, Easter Day 

and Christmas Day O/R 

Eftir kl. 1600 aðfangadag og 

gamlársdag skv. beiðni / 

After 1600 on 24th and 31st of 

December O/R 

VHF: 118.000 MHz. 


121.500 MHz 

Flokkur D / 

Class D 

Tungubakkar vallarsvið / 

Tungubakkar Aerodrome Traffic Zone (ATZ) 

Tveir samtengdir hálfhringir með 0.54 NM 

radíus, með miðju á 641055N 0214319W og 

641147N 0214047W. / 

Two connected semicircles with 0.54 

NMradius, centered on 641055N 0214319W 

and 641147N 0214047W. 

Hæðarmörk eru frá jörðu og 

upp í 1000 fet yfir meðal sjávarmáli. 

Umferðarhringur skal floginn í 700 fetum 

norðan vallar./ 

Vertical limits are ground to 1000 ft MSL. The 

aerodrome traffic circuit shall be flown at 700 ft 

north of the aerodrome. 

Flokkur G / 

Class G 

AMDT 065 



22 AUG 2014 

AIP Iceland 



22 AUG 2014 

ICELANDIC 

ENGLISH 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 


Kallmerki 

Tungumál 



Tíðni 


Name 





Service 

Call Sign 

Languages 



Frequency 

Purpose 

Remarks 

Vestmannaeyjar vallarsvið / 

Vestmannaeyjar Aerodrome Traffic Zone (ATZ) 

Beinar línur sem tengja eftirfarandi punkta: / 

Direct lines connecting the following points 

633433N0202127W, 

632910N0201001W, 

632357N0195153W, 

631332N0200454W, 

632323N0204121W. 

Efri mörk: 3 000 fet. MSL 


Upper Limit: 3 000 feet MSL 


Flokkur G / 

Class G 

Vestmannaeyjar 

flugradíó / 

Information 


flugradíó / Information 



Sjá AIP SUPPLEMENT um 

þjónustutíma / 

See AIP SUPPLEMENT for 

Hrs of service 

VHF: 

118.500 MHz 

UHF: 364.200 MHz O/R. 


121.500 MHz 

Koma skal á 

fjarskiptasambandi áður 

en komið er inní 

vallarsviðið. 

Sé þjónusta ekki fyrir 

hendi skulu flugmenn 

blindsenda upplýsingar 

um fyrirhugað flug innan 

vallarsviðs á bylgju 

vallarins. / 

Establish two way 

communication prior 

entering the ATZ. 

Outside opening hours 

pilots are required to 

transmit blind on the ATZ 

frequency their intentions. 

Egilsstaðir Vallarsvið / 

Egilsstadir Aerodrome Traffic Zone (ATZ): 

Hringur með 10 NM radius með miðju á 

BIEG ARP (651700N 0142405W) / 

Circle with 10 NM radius centered 

BIEG ARP (651700N 0142405W) 

Egilsstaðir 

AFIS / 

Egilsstadir 

AFIS 

Egilsstaðir Radio 


Icelandic and english 

H24 

119.400 MHz Koma skal á 



vallarsviðið / 

Establish two 

waycommunication prior 


Efri mörk: 3000 ft MSL 

Neðri mörk: Jörð / 

Upper limit: 3000 ft MSL 

Lower limit: GND 

Flokkur: G / 

Class: G 

FÆREYJAR / FAEROE ISLANDS 

FLUGUPPLÝSINGASVÆÐIÐ VAGAR / 

VAGAR TRAFFIC INFORMATION ZONE: 

60 NM hringur frá 615729N 0063700W innan 

Reykjavík FIR / 

A circle of 60 NM radius(within the lateral limits 

of Reykjavík FIR) from 615729N 0063700W 

Efri mörk: 7500 FT MSL EKVG QNH 


Upper limit: 7500 FT MSL EKVG QNH 

Lower limit: GND 

Flokkur G / 

Class G 

Vagar AFIS 

Vagar AFIS 

Enska / 

English 

Vagar flugupplýsingasvæðið 

er virkt á 

opnunartíma Vagar AFIS / 

Vagar TIZ active during 

operating hours of Vagar AFIS 

Utan þjónustutíma 

Vagar AFIS eru efri mörk 

svæðisins FL55 og 

flugupplýsingaþjónustan 

færist yfir á flugstjórnarmiðstöðina 

í Reykjavík / 

Outside operational hours of 

Vagar AFIS the upper limits 

are FL55 and the flight 

information service is provided 

by Reykjavík ACC. 

Sjá AIP Færeyjar / 

See AIP Faeroe Islands 

124.850MHz 

Austursvæði 

East sector: 

Beint fjarskiptasamband 

flugumferðarstjóra / 

flugmanna: / 


communication: 

VHF : 

126.750 MHz, 

132.200 MHz, 

125.500 MHz & 128.800 

MHz. 

Almennar tíðnir til 

flugfjarskipta á VHF: 


Aðal / Primary 

127.850 MHz 

Vara / Secondary 

126.550 MHz - 


HF family D frequencies: 

Koma skal á 



vallarsviðið / 

Establish two 

waycommunication prior 




AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 065 



22 AUG 2014 

AIP Iceland 


ICELANDIC 


22 AUG 2014 

ENGLISH 



Önnur stjórnuð loftrými 

Other Regulated Airspace 

Almennt 

General 

Með samkomulagi milli Íslands og Stóra-Bretlands hefur 

verið ákveðið að ábyrgð á flugumferðarþjónustu innan 

afmarkaðra svæða viðkomandi flugupplýsingasvæða verði 

sem hér segir: 

Iceland and the United Kingdom have arranged through 

bilateral Letters of Agreement, to transfer the responsibility 

for providing ATS in designated areas within their 

respective FIRs as follows: 



Ábyrgð á veitingu flugumferðarþjónustu afhent frá Íslandi til Stóra-Bretlands 

Responsibility for the provision of ATS delegated from Iceland to United Kingdom 

Þessi flugumferðarþjónusta fer aðeins fram á auglýstum 

þjónustutíma flugumferðarþjónustudeildar Aberdeen. 

The transfer of ATS responsibility will only be effective 

during the published hours of operation of Aberdeen ATSU. 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 

þjónustuna 

Kallmerki 

Tungumál 

Svæði og notkunarskilyrði 

Þjónustutími 

Tíðni / Tilgangur 

Athugasemdir 

Name 





Service 

Call Sign 

Languages 



Frequency / Purpose 

Remarks 

1 2 3 4 5 

North Sea Area IV: 

6100N 0000000L dct 

6100N 0040000W dct 

6300N 0012637W dct 

6300N 0000000L dct 

610000N 0000000L 

Upper Limit: FL 85. 

Lower Limit: Surface. 

Class G 

Sumburg Radar 

(Aberdeen ATSU) 

See AIP United 

Kingdom ENR 1-6- 

7-4 paragraph 2.2 

Sumburgh Radar 

English 

WINTER MONTHS: 

0600 to 2030 UTC 

SUMMER MONTHS: 

0700 to 2130 UTC 

131.300 Mhz 

Due to restricted coverage in the 

vicinity of 600000N 0010112E - 

600000N 0000059E thence anticlockwise 

by the Beryl Field (SUM 

102R95DME), two way the arc of a 

circle radius 40 nm centred on 

595244N 0011712W communication 

with Sumburgh Radar on (SUM 

VOR) to 602856N 0004429W. 

131.300 MHz may not be established 

below 2000 ft ALT. 


Ábyrgð á veitingu flugumferðarþjónustu afhent frá Stóra-Bretlandi til Íslands 

Responsibility for the provision of ATS delegated from United Kingdom to Iceland 

Nafn 

Hliðarmörk 

Hæðarmörk 


Hver veitir 

þjónustuna 

Kallmerki 

Tungumál 

Svæði og notkunarskilyrði 

Þjónustutími 

Tíðni / Tilgangur 

Athugasemdir 

Name 





Service 

Call Sign 

Languages 



Frequency / Purpose 

Remarks 

1 2 3 4 5 

RATSU Triangle 

610000N 0100000W along 

610000N to 0070000W dct 

603000N 0100000W dct 

610000N 0100000W 

Class C, FL 195 - FL 660. 

Class G, Gnd - FL 195. 



English 

H 24 

Direct controller/pilot communication: 

VHF 126.750 MHz, 132.200 MHz, 

125.500 MHz and 128.800 MHz. 




HF family D frequencies. 



AMDT 065

22 AUG 2014 


22 AUG 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 065 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 



FLUGÞJÓNUSTULEIÐIR 

ATS ROUTES 

Lægri flugþjónustuleiðir 

Lower ATS routes 

Index of ATS Routes 

B1 ENR 3.1 - 2 

B2 ENR 3.1 - 3 

G1 ENR 3.1 - 4 





R1 ENR 3.1 - 8 



NOTES: 

Minimum flight altitude: Same as lower limit 

Airspace Classification: See ENR 2.1 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

B1 

R 

Significant 

Point Name 

{RNP Type} 

RE NDB 

REYKJANESSKOLI 

[Route Usage Notes] 

(1) H24*** 

Significant Point 

Coordinates 

Track 

MAG 

Dists 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

655535N 0222554W 

190°/010° 18.0 

FL 245 

5000 

10 Even Odd 

Remarks 

Controlling unit 

{Airspace class} 

Remarks 

R SKALM 

R MYRAR 

R 

R 

RK NDB 

REYKJAVIK 

EL NDB/MKR 

ELLIDAVATN 

R METIL 

R BAKKI 

R 

VM NDB/MKR 

VESTMANNAEYJAR 

653743N 0222136W 

190°/010° 56.0 

RH 110° 

644208N 0220853W 

190°/010° 33.3 

640905N 0220144W 

138°/317° 8.0 

640452N 0214615W 

150°/331° 9.2 

KEF VOR R106 

635819N 0213134W 

150°/331° 8.8 

635203N 0211739W 

150°/331° 39.0 

632359N 0201718W 

FL 245 

5000 

FL 245 

4800 

FL 245 

3500 

FL 245 

4400 

FL 245 

4400 

FL 245 

4000 

18 Even Odd 

10 Even Odd 

10 Odd Even 

10 Odd Even 

10 Odd Even 

10 Odd Even 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

B2 

R 

R 

R 

Significant 

Point Name 

{RNP Type} 

TN NDB 

THORSHOFN 

HA NDB 

HOFSA 

ES NDB 

EGILSSTADIR 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

661315N 0151952W 

181°/001° 36.3 

653746N 0150229W 

159°/339° 27.8 

651419N 0142707W 

210°/029° 19.0 

FL 245 

5400 

FL 245 

6200 

FL 245 

6100 

10 Even Odd 

10 Even Odd 

10 Even Odd 

Remarks 



Remarks 

R BAULA 

R 

R 

HN NDB/MKR 

HORNAFJORDUR 

ING VOR / DME 

INGO 

645622N 0144135W 

210°/029° 42.5 

641609N 0151248W 

245°/065° 46.9 

634811N 0163817W 

FL 245 

6500 

FL 245 

5500 

10 Even Odd 

10 Even Odd 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

G1 

R 

Significant 

Point Name 

{RNP Type} 

KEF VOR/DME 

KEFLAVIK 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

635913N 0223652W 

056°/236° 25.6 

FL245 

4100 

10 Odd Even 

Remarks 



Remarks 

R SA NDB 

641820N 0215817W 

054°/234° 10.0 

FL245 

5500 

10 Odd Even 

R TERTU 

R 

R 

R 

R 

RH NDB 

REYKHOLT 

LA NDB 

LANGHOLT 

AKI VOR/DME 

AKUREYRI 

TN NDB 

THORSHOFN 

642603N 0214343W 

054°/234° 18.0 

643951N 0211711W 

054°/234° 71.4 

653436N 0192918W 

087°/267° 38.5 

654535N 0180015W 

079°/260° 71.2 

661315N 0151952W 

FL245 

5500 

FL245 

5200 

FL245 

6900 

FL245 

5200 

Route remarks: 

Class D at and below 7000 ft during hours of operation and within the periphery of AR TMA. 

10 Odd Even 

15 Odd Even 

10 Odd Even 

10 Odd Even 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

G2 

R 

Significant 

Point Name 

{RNP Type} 

KEF VOR/DME 

KEFLAVIK 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

635913N 0223652W 

082°/265° 23.0 

FL 245 

4800 

10 Odd Even 

Remarks 



Remarks 

R MURTA 

R TIBRA 

R BLAMI 

R ARNAR 

R ASKJA 

R BRUSI 

R 

ES NDB 

EGILSSTADIR 

640809N 0214840W 

082°/265° 25.0 

641734N 0205542W 

082°/265° 31.0 

VM 205° 

642848N 0194911W 

083°/265° 35.0 

AKI R205 D67.0 

644051N 0183301W 

083°/265° 35.0 

AKI R173 D57.0 

645215N 0171544W 

085°/265° 41.0 

650444N 0154352W 

085°/265° 33.8 

651419N 0142707W 

FL 245 

5500 

FL 245 

6000 

FL 245 

7900 

FL 245 

8700 

FL 245 

7100 

FL 245 

5200 

10 Odd Even 

14 Odd Even 

19 Odd Even 

26 Odd Even 

26 Odd Even 

14 Odd Even 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

G3 

R 

Significant 

Point Name 

{RNP Type} 

KEF VORTAC 

KEFLAVIK 


(1) 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

635913N 0223652W 

106/286° 28.8 

UNL 

4400 

10 Odd Even 

Remarks 



Remarks 

R METIL 

635819N 0213134W 

106/286° 21.2 

UNL 

4400 

12 Odd Even 

R GAKTU 

635736N 0204329W 

106/286° 10.0 

UNL 

4400 

12 Odd Even 

R NASBU 

635648N 0202053W 

107/289° 73.8 

UNL 

6900 

14 Odd Even 

R MIKLA 

635054N 0173427W 

107/289° 25.0 

UNL 

3100 

10 Odd Even 

R 

ING VOR/DME 

INGO 

634811N 0163817W 

120/300° 71.8 

UNL 

3000 

10 Odd Even 

R ROSTI 

632423N 0140644W 

(3) 

122/303° 121.9 

UNL 

FL 55 

20 Odd Even 

R LARUX 

623718N 0100000W 

122/303° 74.2 

UNL 

FL 55 

20 Odd Even 

(1) 

R 

MY NDB 

MYGGENES 

620625N 0073516W 

108/288° 58.0 

UNL 

FL 55 

20 Odd Even 

(1) 

R CONNY 

615400N 0053500W 

107/290° 165.4 

UNL 

FL 55 

20 Odd Even 

(1) 

(2) 

R VALDI 

611252N 0000000W 

(5) 

(4) 

Point/Segment Remarks:: 

(1) Within Faroe Sect Class A abv 7500 ft, Class G below 7500 ft on EKVG QNH. 

(2) Lower limit FL85 when North Sea area IV is active 

(3) From ROSTI to FIR boundary except as detailed below Class A above FL 55 and Class G below FL 55 

(4) R035-88NM SUM 

(5) SEE NORWAY AIP 




03 APR 2014 

AIP Iceland 



03 APR 2014 

ICELANDIC 

ENGLISH 

Route 

Designator 

{RNP Type} 


Significant 

Point Name 


Coordinates 

Remarks 

G4 

{RNP Type} 

(1) H24*** 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 



Remarks 

R 

EL NDB/MKR 

ELLIDAVATN 

640452N 0214615W 

063°/245° 33.0 

FL 245 

5900 

10 Odd Even 

R REKVA 

RH 332° 

642630N 0204916W 

064°/245° 71.0 

FL 245 

7400 

20 Odd Even 

R ASKUR 

LA 333° 

651144N 0184130W 

065°/245° 12.8 

FL 245 

6100 

10 Odd Even 

R 

NB NDB 

BOTN 

651934N 0181737W 

066°/247° 21.0 

FL 245 

6100 

10 Odd Even 

R RETUR 

AKI R157 D16.0 

653219N 0173729W 

066°/247° 69.8 

FL 245 

5800 

17 Odd Even 

R 

TN NDB 

THORSHOFN 

661315N 0151952W 

Route 

Designator 

{RNP Type} 


Significant 

Point Name 


Coordinates 

Remarks 

G11 

{RNP Type} 

(1) H24*** 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 



Remarks 

R 

MY NDB 

MYGGENES 

620625N 0073516W 

133°/314° 109.0 

UNL 

FL 55 

10 Odd Even 

R GONUT 

610000N 0043500W 

(2) 

Route Remarks: 

Within Faroe Sector Class A abv 7500 ft, Class G below 7500 ft on EKVG QNH. 


(2) See UK AIP 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

R1 

R 

Significant 

Point Name 

{RNP Type} 

KEF VORTAC 

KEFLAVIK 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

635913N 0223652W 

/314° 50.0 

FL 245 

3300 

10 Even 

Remarks 



Remarks 

R ARBEX 

R 

VM NDB/MKR 


633429N 0205902W 

/314° 21.5 

632359N 0201718W 

FL245 

3000 

10 Even 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

R2 

R 

R 

R 

{RNP Type} 

RE NDB 


HE NDB 

HEGRANES 

AKI VOR/DME 

AKUREYRI 

R FELLI 

R 

ES NDB 

EGILSSTADIR 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

655535N 0222554W 

113°/295° 72.6 

654503N 0193109W 

103°/283° 37.5 

654535N 0180015W 

121°/302° 74.7 

HA 022° 

652115N 0151026W 

121°/302° 19.5 

651419N 0142707W 

FL 245 

5300 

FL 245 

6800 

FL 245 

5500 

FL 245 

5200 


Class D at and below 7000 ft during hours of operation and within the periphery of AR CTR. 

12 Odd Even 

10 Odd Even 

12 Odd Even 

10 Odd Even 

Remarks 



Remarks 




04 APR 2014 

AIP Iceland 


ICELANDIC 

Route 

Designator 

{RNP Type} 

R5 

R 

R 

Significant 

Point Name 

{RNP Type} 

AKI VOR/DME 

AKUREYRI 

HA NDB 

HOFSA 


(1) H24*** 


Coordinates 

Track 

MAG 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

654535N 0180015W 

108°/289° 73.9 

653746N 0150229W 

FL 245 

5500 


Class D at and below 7000 ft during hours of operation and within the periphery of AR CTR. 

10 Odd Even 

Remarks 


04 APR 2014 



Remarks 

ENGLISH 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 063 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Efra flugþjónusturými 

Upper ATS routes 

Nil 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Flugleiðir svæðisleiðsögu (RNAV) 

Area Navigation (RNAV) Routes 

Skrá yfir Flugleiðir svæðisleiðsögu (RNAV) 

Index of Area Navigation (RNAV) Routes 

Y148 ENR 3.3 - 2 

Y149 ENR 3.3 - 2 

UT587 ENR 3.3 - 3 













UW22 ENR 3.3 - 13 










AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Y148 

(RNP 2) 

R 

Significant 

Point Name 

{RNP Type} 

EL NDB 

ELLIDAVATN 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

640452N 0214615W 

048.4T/229.3T 

063°/243° 

33.0 

FL245 

5900 

Odd 

Even 

Remarks 



Remarks 

Reykjavik ACC 119.700 

{See ENR 2.1} 

R REKVA 

642630N 0204916W 

049.3T/231.2T 

064°/245° 

71.0 

FL245 

7400 

Odd 

Even 



R ASKUR 

651144N 0184130W 

051.7T/232.1T 

065°/245° 

12.8 

FL245 

6100 

Odd 

Even 



R 

NB NDB 

BOTN 

651934N 0181737W 



Route 

Designator 

{RNP Type} 

Significant 

Point Name 

Y149 

(RNP 2) 

{RNP Type} 



Coordinates 

TRUE Track 

MAG Track 

Dist 

(1) H24*** 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

R TERTU 

642603N 0214343W 

048.1T/230.6T 

063°/245° 

93.1 

FL245 

5500 

Odd 

Even 



R PERUR 

652627N 0185734W 

050.6T/231.5T 

065°/245° 

30.6 

FL245 

6900 

Odd 

Even 



R 

AKI VOR/DME 

AKUREYRI 

654535N 0180015W 






03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT587 

(RNP 2 or GNSS) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C QAANAAQ L (QQ) 

772845N 0691933W 

145.2T/330.7T 

196°/016° 

151.2 

FL285 

FL195 

Even 

Odd 

Reykjavik OACC via 

Iceland Radio 127.850 

{Class A} 

C SAVIS 

752100N 0634000W 

148.3T/334.5T 

194°/013° 

229.6 

FL285 

FL195 

Even 

Odd 



{Class A} 

C ABIBA 

720000N 0571052W 

154.5T/338.0T 

193°/012° 

181.3 

FL285 

FL195 

Even 

Odd 



{Class A} 

C DISGU 

691438N 0533141W 

155.9T/337.0T 

190°/010° 

66.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C NYGAR 

681356N 0521841W 

156.9T/337.4T 

190°/009° 

27.8 

FL285 

FL195 

Even 

Odd 



{Class A} 

R GINAG 

674822N 0514955W 

157.4T/337.8T 

189°/009° 

24.1 

FL285 

FL195 

Even 

Odd 



{Class A} 

R LILGO 

672611N 0512553W 

157.7T/338.2T 

189°/009° 

30.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C SØNDRE 

STRØMFJORD 

NDB (SF) 

665803N 0505630W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT588 


C SØNDRE 

STRØMFJORD 

NDB (SF) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

665803N 0505630W 

154.1T/334.6T 

185°/005° 

30.1 

FL285 

FL195 

Even 

Odd 

Remarks 



Remarks 



{Class A} 

C AMINI 

663101N 0502342W 

154.6T/335.5T 

185°/005° 

60.7 

FL285 

FL195 

Even 

Odd 



{Class A} 

R TOLAN 

653611N 0492055W 

156.8T/337.7T 

186°/006° 

63.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C ASVID 

643749N 0482244W 


See AIC A003/2013 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT589 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C ILULISSAT NDB (JV) 

691429N 0510421W 

204.6T/023.5T 

238/056 

66.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C NYGAR 

681356N 0521841W 

202.9T/021.6T 

236/053 

84.3 

FL285 

FL195 

Even 

Odd 



{Class A} 

C HOLSTEINSBORG 

NDB (HB) 

665609N 0534157W 

168.0T/348.5T 

200/019 

65.1 

FL285 

FL195 

Even 

Odd 



{Class A} 

R LUXOV 

655239N 0530859W 

168.6T/348.8T 

199/019 

28.9 

FL285 

FL195 

Even 

Odd 



{Class A} 

C MANIITSOQ L (MA) 

652424N 0525516W 

163.4T/344.2T 

194/013 

83.8 

FL285 

FL195 

Even 

Odd 



{Class A} 

C 

KOOK ISLAND NDB 

(KU) 

640412N 0520047W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT590 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C GODTHAAB L (GH) 

641047N 0514459W 

070.8T 

099 

128.9 

FL285 

FL195 

Odd 



{Class A} 

C BAGTO 

644825N 0470000W 

075.1T 

103 

181.3 

FL285 

FL195 

Odd 



{Class A} 

C ASTAN 

652504N 0395944W 

081.2T 

106 

70.3 

FL285 

FL195 

Odd 



{Class A} 

C KULUSUK L (DA) 

653414N 0371225W 


See AIC A003/2013 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT591 




Coordinates 

TRUE Track 

MAG Track 

Dist 

(1) H24*** 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C KAYAK 

641330N 0395944W 

040.1T/222.6T 

064/247 

107.9 

FL285 

FL195 

Odd 

Even 



{Class A} 


653414N 0371225W 


See AIC A003/2013 




04 APR 2014 

AIP Iceland 


ICELANDIC 


04 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT592 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


653414N 0371225W 

089.0T 

113 

65.4 

FL285 

FL195 

Odd 



{Class A} 

C NASOP 

653400N 0343500W 

099.3T 

122 

117.4 

FL285 

FL055 

Odd 

Reykjavik OACC 119.700 

{Class A} 

C NONRO 

651100N 0300000W 


See AIC A003/2013 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT593 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C SOSIT 

644900N 0300000W 

283.8T 

304 

137.0 

FL285 

FL055 

Even 

Reykjavik OACC 119.700 

{Class A} 

C SABAG 

651600N 0351700W 

291.7T 

314 

51.6 

FL285 

FL195 

Even 



{Class A} 


653414N 0371225W 


See AIC A003/2013 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT594 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

R GIMLI 

643824N 0265842W 

279.2T/096.4T 

297/116 

78.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C SOSIT 

644900N 0300000W 

276.0T/091.6T 

297/114 

150.6 

FL285 

FL195 

Even 

Odd 



{Class A} 

C DEVNU 

650017N 0355247W 

272.8T/089.1T 

296/114 

104.9 

FL285 

FL195 

Even 

Odd 



{Class A} 

C LODNO 

650200N 0400000W 

271.8T 

297 

255.4 

FL285 

FL195 

Even 



{Class A} 

C INBAN 

645000N 0500000W 

246.7T 

275 

40.9 

FL285 

FL195 

Even 



{Class A} 

C NUTKA 

643326N 0512657W 


See AIC A003/2013 

AMDT 063 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT595 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


691429N 0510421W 

337.4T/155.3T 

011/191 

115.6 

FL285 

FL195 

Odd 

Even 



{Class A} 

C KELUX 

710000N 0532011W 

335.4T/152.7T 

011/191 

120.1 

FL285 

FL195 

Odd 

Even 



{Class A} 

C 

UPERNARVIK NDB 

(UP) 

724733N 0560846W 

330.4T/144.8T 

009/189 

180.9 

FL285 

FL195 

Odd 

Even 



{Class A} 

C VEXIN 

751950N 0620000W 

324.8T/137.7T 

009/188 

165.8 

FL285 

FL195 

Odd 

Even 



{Class A} 

C QAANAAQ L (QQ) 

772845N 0691933W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT596 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


641047N 0514459W 

331.0T 

360 

26.7 

FL285 

FL195 

Odd 



{Class A} 

C SUBUD 

643400N 0521500W 

003.6T 

033 

96.6 

FL285 

FL195 

Odd 



{Class A} 

R EDERI 

661007N 0515955W 

360.0T 

031 

145.4 

FL285 

FL195 

Odd 



{Class A} 

C DEVBO 

683500N 0520000W 

026.5T 

059 

44.5 

FL285 

FL195 

Odd 



{Class A} 


691429N 0510421W 


See AIC A003/2013 




04 APR 2014 

AIP Iceland 


ICELANDIC 


04 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT597 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C AMINI 

663101N 0502342W 

098.5T/281.1T 

129/310 

70.8 

FL285 

FL195 

Odd 

Even 



{Class A} 

R BADEG 

661900N 0473000W 

099.8T/285.7T 

129/312 

163.2 

FL285 

FL195 

Odd 

Even 



{Class A} 

C EBEXI 

654300N 0410000W 

093.6T/277.1T 

119/301 

94.7 

FL285 

FL195 

Odd 

Even 



{Class A} 


653414N 0371225W 


See AIC A003/2013 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT598 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


653414N 0371225W 

277.1T 

301 

94.7 

FL285 

FL195 

Even 



{Class A} 

C EBEXI 

654300N 0410000W 

260.9T 

287 

153.4 

FL285 

FL195 

Even 



{Class A} 

C GATBO 

651140N 0470000W 

255.5T 

283 

79.4 

FL285 

FL195 

Even 



{Class A} 

C INBAN 

645000N 0500000W 

246.7T 

275 

40.9 

FL285 

FL195 

Even 



{Class A} 

C NUTKA 

643326N 0512657W 


See AIC A003/2013 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UT599 




Coordinates 

TRUE Track 

MAG Track 

Dist 

(1) H24*** 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


641047N 0514459W 

075.5T 

104 

126.6 

FL285 

FL195 

Odd 



{Class A} 

C KOGAG 

643752N 0470000W 

079.2T 

107 

181.0 

FL285 

FL195 

Odd 



{Class A} 

C LODNO 

650200N 0400000W 


See AIC A003/2013 

AMDT 063 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW22 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 

C AASIAAT L (AA) 

684323N 0524705W 

160.3T/340.7T 

194/013 

31.4 

FL285 

FL195 

Even 

Odd 



{Class A} 

C NYGAR 

681356N 0521841W 


See AIC A003/2013 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW23 




Coordinates 

TRUE Track 

MAG Track 

Dist 

(1) H24*** 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


691429N 0510421W 

178.6T/358.7T 

212/031 

44.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C ANDRE 

683009N 0510127W 

178.8T/358.8T 

211/031 

37.9 

FL285 

FL195 

Even 

Odd 



{Class A} 

R DOBOB 

675224N 0505922W 

178.9T/358.9T 

211/030 

24.4 

FL285 

FL195 

Even 

Odd 



{Class A} 

R ABANA 

672807N 0505806W 

178.8T/358.8T 

210/029 

30.2 

FL285 

FL195 

Even 

Odd 



{Class A} 

C SØNDRE 

STRØMFJORD 

NDB (SF) 

665803N 0505630W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW24 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


691429N 0510421W 

174.3T 

207 

44.5 

FL285 

FL195 

Even 



{Class A} 

C KUNUK 

683024N 0505222W 

174.5T 

207 

94.6 

FL285 

FL195 

Even 



{Class A} 

R SUKAK 

665633N 0502921W 

175.0T 

206 

25.7 

FL285 

FL195 

Even 



{Class A} 

C AMINI 

663101N 0502342W 

193.0T 

223 

62.2 

FL285 

FL195 

Even 



{Class A} 

R KOXIN 

653035N 0505723W 

192.6T 

222 

58.7 

FL285 

FL195 

Even 



{Class A} 

C NUTKA 

643326N 0512657W 


See AIC A003/2013 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW25 


C SØNDRE 

STRØMFJORD 

NDB (SF) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

665803N 0505630W 

185.2T 

216 

30.0 

FL285 

FL195 

Even 

Remarks 



Remarks 



{Class A} 

R GILPO 

662817N 0510319W 

185.1T 

216 

24.4 

FL285 

FL195 

Even 



{Class A} 

R BAKUG 

660407N 0510835W 

185.0T 

215 

32.9 

FL285 

FL195 

Even 



{Class A} 

R ADAVA 

653125N 0511527W 

184.9T 

215 

58.4 

FL285 

FL195 

Even 



{Class A} 

C NUTKA 

643326N 0512657W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW28 



NDB (HB) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

665609N 0534157W 

087.0T/268.4T 

119/300 

34.9 

FL285 

FL195 

Odd 

Even 

Remarks 



Remarks 



{Class A} 

R KEMOS 

665732N 0521314W 

088.4T/269.6T 

120/301 

30.2 

FL285 

FL195 

Odd 

Even 



{Class A} 

C SØNDRE 

STRØMFJORD 

NDB (SF) 

665803N 0505630W 

097.8T/279.0T 

129/309 

30.1 

FL285 

FL195 

Odd 

Even 



{Class A} 

R GANGI 

665340N 0494051W 

099.0T/281.5T 

129/311 

66.2 

FL285 

FL195 

Odd 

Even 



{Class A} 

R PEVAR 

664157N 0465623W 

101.5T/287.9T 

131/313 

173.6 

FL285 

FL195 

Odd 

Even 



{Class A} 

C MASIK 

655804N 0395943W 

107.9T/290.4T 

133/314 

73.0 

FL285 

FL195 

Odd 

Even 



{Class A} 


653414N 0371225W 


See AIC A003/2013 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW30 



NDB (HB) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

665609N 0534157W 

010.5T/191.1T 

042/224 

77.5 

FL285 

FL195 

Even 

Odd 

Remarks 



Remarks 



{Class A} 

R KUKAK 

681159N 0530403W 

011.1T/191.4T 

044/225 

32.2 

FL285 

FL195 

Even 

Odd 



{Class A} 


684323N 0524705W 


See AIC A003/2013 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW31 




Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

Remarks 



Remarks 


684323N 0524705W 

049.1T/229.9T 

082/263 

24.3 

FL285 

FL195 

Even 

Odd 



{Class A} 

R ASMOD 

685909N 0515603W 

049.9T/230.7T 

083/264 

24.1 

FL285 

FL195 

Even 

Odd 



{Class A} 


691429N 0510421W 


See AIC A003/2013 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Route 

Designator 

{RNP Type} 

Significant 

Point Name 

{RNP Type} 

UW51 


C SØNDRE 

STRØMFJORD 

NDB (SF) 



Coordinates 

TRUE Track 

MAG Track 

(1) H24*** 

Dist 

Upper limit / 

Lower limit 

Minimum 

flight 

altitude 

Lateral 

limits 

NM 

FL series 

↓ / ↑ ↓ ↑ 

665803N 0505630W 

208.3T/027.7T 

239/058 

30.0 

FL285 

FL195 

Even 

Odd 

Remarks 



Remarks 



{Class A} 

R UNVIG 

663139N 0513202W 

207.7T/027.3T 

238/058 

24.4 

FL285 

FL195 

Even 

Odd 



{Class A} 

R EDERI 

661007N 0515955W 

207.2T/026.7T 

238/057 

30.7 

FL285 

FL195 

Even 

Odd 



{Class A} 

R NALAK 

654251N 0523353W 

205.8T/025.5T 

236/056 

20.5 

FL285 

FL195 

Even 

Odd 



{Class A} 

C MANIITSOQ L (MA) 

652424N 0525516W 


See AIC A003/2013 




03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Þyrluleiðir 

Helicopter routes 

Engar 

NIL 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Aðrar flugleiðir 

Other routes 

Engar 

NIL 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Biðflug á flugleiðum 

En-route holding 

Engar 

NIL 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





29 MAY 2014 

AIP Iceland 


ICELANDIC 


29 MAY 2014 

ENGLISH 



FLUGLEIÐSÖGUVIRKI 

RADIO NAVIGATION AIDS/SYSTEMS 

Flugleiðsögubúnaður flugleiða (og aðfluga, NDB / Locator / VOR / ILS) 

Radio navigation aids - enroute (and approaches, NDB / Locator / VOR / ILS) 

Name of station 

(VOR/VAR) 

ID 

Frequency 

(CH) 

ELEV 

Hours of 

operation Coordinates DME 

antenna 

Remarks/ 

1 2 3 5 4 6 7 

AASIAAT 

L 

AA 336 KHZ H24 684323N 

0524705W 

See AIP Greenland 

AKUREYRI 

VOR/DME 

(14°W / 2010) 

AKI 

113.6 MHZ 

CH 83X 

H24 

654535N 

0180015W 

2100 FT Not usable below 5500 FT 

Not usable below 7000 FT 

outside 15 NM 

Not usable below 10000 FT 

outside 25 NM 

BLONDUOS 

NDB / MKR 

BOTN 

NDB 

EGILSSTADIR 

NDB 

BL 351 KHZ H24 654110N 

0201733W 

NB 387 KHZ H24 651934N 

0181737W 

ES 365 KHZ H24 651419N 

0142707W 

Range 25 NM approx 



EGILSSTADIR 

DME 

IES 

109.3 MHZ 

CH 30X 

H24 

651629N 

0142423W 

100 FT Freq paired with LLZ 

ELLIDAVATN 

NDB 

GARDUR 

NDB / MKR 

GODTHAAB 

L 

GROF 

L 

HEGRANES 

NDB 

EL 335 KHZ H24 640452N 

0214615W 

GA 377 KHZ H24 655240N 

0172748W 

GH 314 kHZ H24 641047N 

0514459W 

GF 319 KHZ H24 640858N 

0215630W 

HE 362 KHZ H24 654503N 

0193109W 






HELGAFELL 

DME 

HL 

110.7 MHZ 

CH 44X 

H24 

632513N 

0201620W 

600 FT 

HOFSA 

NDB 

HOLSTEINSBORG 

NDB 

HORNAFJORDUR 

NDB 

HUSAVIK 

L 

ILULISSAT 

NDB 

HA 348 KHZ H24 653746N 

0150229W 

HB 328 KHZ H24 665609N 

0534157W 

HN 330 KHZ H24 641609N 

0151248W 

HS 329 KHZ 655537N 

0172620W 

JV 367 KHZ H24 691429N 

0510421W 



Range 100 NM approx, Less in N 

& W 


INGO 

VOR/DME 

(13°W / 2010) 

ING 

112.4 MHZ 

(CH 71X) 

H24 

634811N 

0163817W 

200 FT Radials 335 to 045 unusable 



AIRAC AMDT 055

29 MAY 2014 


29 MAY 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 

Name of station 

(VOR/VAR) 

ID 

Frequency 

(CH) 

ELEV 

Hours of 

operation Coordinates DME 

antenna 

Remarks/ 

1 2 3 5 4 6 7 

KEFLAVIK 

VORTAC 

(16°W / 2010) 

KEF 

112 MHZ 

(CH 57X) 

H24 

635913N 

0223652W 

200 FT Radials 065 to 075 not usable 

outside 20 NM from station. Colocated 

with TACAN 

KOOK ISLAND 

NDB 

KULUSUK 

L 

LANGHOLT 

NDB 

MANIITSOQ 

L 

MYGGENES 

NDB 

NES 

L 

KU 298 KHZ H24 640412N 

0520047W 

DA 377 KHZ H24 653414N 

0371225W 

LA 344 KHZ H24 653436N 

0192918W 

MA 391 KHZ H24 652424N 

0525514W 

MY 337 KHZ H24 620625N 

0073516W 

NS 370 KHZ 640802N 

0215742W 





See AIP Faeroe Islands 


OGUR 

DME 

OG 

110.1 MHZ 

(CH 38X) 

H24 

660237N 

0224058W 

0 FT 

QAANAAQ 

L 

REYKHOLT 

NDB 


NDB 

QQ 336 KHZ H24 772845N 

0691933W 

RH 325 KHZ H24 643951N 

0211711W 

RE 316 KHZ H24 655535N 

0222554W 




REYKJAVIK 

DME 

IRE 

109.1 MHZ 

(CH 28X) 

H24 

640748N 

0215558W 

100 FT 

REYKJAVIK 

NDB 

RIF 

NDB / MKR 

SELFOSS 

NDB 

SKAGI 

NDB 

SØNDRE 

STRØMFJORD 

NDB 

THORSHOFN 

NDB 

UPERNARVIK 

NDB 

VAD 

NDB 


NDB 

RK 355 KHZ H24 640905N 

0220144W 

RF 330 KHZ H24 645446N 

0234912W 

SE 397 KHZ H24 635544N 

0210203W 

SA 379 KHZ H24 641820N 

0215817W 

SF 382 KHZ H24 665803N 

0505630W 

TN 373 KHZ H24 661315N 

0151952W 

UP 399 KHZ H24 724733N 

0560846W 

VA 335 KHZ H24 650634N 

0143546W 

VM 375 KHZ H24 632359N 

0201718W 






Range 50 NM approx unreliable 

in QDR 090-100 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Sérstök leiðsögukerfi 

Special navigation systems 

Name of station (ID) 

or chain 

Type of 

SVC/EM 

Frequency 

Hours of 

operation 

Coordinates 

TRANS STN 

Remarks 

1 2 3 4 5 6 

NIL 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Gervihnattaleiðsögukerfi (GNSS) 

Global Navigation Satellite System (GNSS) 

Nafn gervihnattaleiðsögukerfis Tíðni Útbreiðslusvæði Athugasemdir 

Name of GNSS element Frequency Coordinates Nominal SVC area 

Coverage area 

Remarks 

1 2 3 4 

Global Positioning System (GPS) L1: 1575.42 MHz BIRD FIR Operated by USA 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





04 APR 2014 

AIP Iceland 


ICELANDIC 


04 APR 2014 

ENGLISH 


Merkikóði kennimerkja fyrir leiðarmið 

Name-code designators for significant points 

Merkikóði kennimerkja 

Name-code designator 

Hnit 

Coordinates 

Flugþjónustuleið eða aðrar leiðir 

ATS route or other routes 

Athugasemdir 

Remarks 

1 2 3 4 

ABANA 672807N 0505806W UW23 See AIP Greenland 

ABIBA 720000N 0571052W UT587 

ADAVA 653125N 0511527W UW25 See AIP Greenland 

ADSAM 695516N 0631312W BDRY Reykjavik/Edmonton 

ALDAN 625849N 0184550W BDRY Reykjavik DOM/OCA 

AMINI 663101N 0502342W UT588, UT593, UW24 See AIP Greenland 

ANDRE 683009N 0510127W UW23 See AIP Greenland 

APSIN 810000N 0651600W BDRY Reykjavik / Edmonton 

ARBEX 633429N 0205902W R1 

ARNAR 644051N 0183301W G2 

ASKJA 645215N 0171544W G2 

ASKUR 651144N 0184130W G4, Y148 

ASMOD 685909N 0515603W UW31 See AIP Greenland 

ASRUN 633327N 0203454W STAR Keflavik 

ASTAN 652504N 0395944W UT590 See AIP Greenland 

ASVID 643749N 0482244W UT588 See AIP Greenland 

BADEG 661900N 0473000W UT597 

BAGTO 644825N 0470000W UT590 

BAKKI 635203N 0211739W B1 

BAKUG 660407N 0510835W UW25 See AIP Greenland 

BARKU 603618N 0092436W CTA BDRY Reykjavik/Scottish 

See AIP United Kingdom 

BASLU 631119N 0211620W STAR Keflavik 

BAULA 645622N 0144135W B2 

BESGA 604723N 0075446W CTA BDRY Reykjavik/Scottish 


BLAMI 642848N 0194911W G2 

BOPUT 685734N 0615628W BDRY Reykjavik/Edmonton 

BREKI 623218N 0193248W BDRY Reykjavik DOM/OCA 

BRUSI 650444N 0154352W G2 

BUDUM 800000N 0691500W BDRY Reykjavik / Edmonton 

CANEL 675902N 0604550W BDRY Reykjavik/Edmonton 

CELLO 621418N 0202806W BDRY Reykjavik DOM/OCA 

CONNY 615400N 0053500W G3 

CURAN 795500N 0603500W THULE Exit Entry Point 

DAPAK 734500N 0700000W BDRY Reykjavik/Edmonton 

DENOK 640745N 0150826W INGO one Arrival 



AMDT 063

04 APR 2014 


04 APR 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 



Hnit 

Coordinates 



Athugasemdir 

Remarks 

1 2 3 4 

DEVBI 604254N 0084610W CTA BDRY Reykjavik/Scottish 


DEVBO 683500N 0520000W UT596 

DEVNU 650017N 0355247W UT594 

DEXUN 790000N 0722400W BDRY Reykjavik / Edmonton 

DISGU 691438N 0533141W UT587 See AIP Greenland 

DOBOB 675224N 0505922W UW23 See AIP Greenland 

DOGGY 762100N 0755000W BDRY Thule TMA 

DROMI 625942N 0263024W BDRY Reykjavik DOM/OCA 

EBEXI 654300N 0410000W UT597, UT598 

EDERI 661007N 0515955W UT596, UW51 See AIP Greenland 

EGILL 650203N 0144046W Egilsstadir Arrival 

ELDIS 634034N 0244538W STAR Keflavik 

ELNUS 780000N 0750000W BDRY Reykjavik / Edmonton 

ELVUR 650613N 0145015W SID Egilstadir 

EMBLA 632812N 0265854W BDRY Reykjavik DOM/OCA 

ENIKA 642710N 0234210W SID Keflavik 

ENIMI 641315N 0230914W SID Keflavik 

EXITA 760000N 0000000W BDRY Reykjavik/Bodo 

FELLI 652115N 0151026W R2 

FLOSI 640318N 0271042W BDRY Reykjavik DOM/OCA 

FRINI 781200N 0674200W BDRY Thule TMA 

GAKTU 635736N 0204329W G3 

GANGI 665340N 0494051W UW28 See AIP Greenland 

GAPTU 661450N 0174445W Grimsey Arrival 

GATBO 651140N 0470000W UT598 

GELBO 744726N 0723209W BDRY Reykjavik / Edmonton 

GILPO 662817N 0510319W UW25 See AIP Greenland 

GILTU 651821N 0182120W G4 / IEY LOC 

GIMLI 643824N 0265842W BDRY Reykjavik DOM/OCA 

GINAG 674822N 0514955W UT587 See AIP Greenland 

GIRUG 640630N 0245226W STAR Keflavik 

GONUT 610000N 0043500W G11 BDRY Reykjavik/Scottish 

GORBI 780400N 0654000W BDRY Thule TMA 

GUNPA 610000N 0000000W BDRY Reykjavik/Stavanger/ 

Scottish 

HARVE 775000N 0732800W BDRY Thule TMA 

HEKLA 650648N 0262742W BDRY Reykjavik DOM/OCA 

AMDT 063 



04 APR 2014 

AIP Iceland 



04 APR 2014 

ICELANDIC 

ENGLISH 



Hnit 

Coordinates 



Athugasemdir 

Remarks 

1 2 3 4 

HENRY 801500N 0655500W THULE Exit Entry Point 

INBAN 645000N 0500000W UT594, UT598 

INGAL 622606N 0000000W BDRY Reykjavik/Stavanger 

INGAN 643344N 0242915W STAR Keflavik 

INGOG 640535N 0151842W INGO one Arrival 

INGUM 715252N 0661654W BDRY Reykjavik / Edmonton 

IPTON 620000N 0000000W BDRY Reykjavik/Stavanger 

ISVIG 630000N 0000000W BDRY Reykjavik/Bodo/ 

Stavanger 

KAYAK 641330N 0395944W UT591 See AIP Greenland 

KELAL 633735N 0230453W SID Keflavik 

KELUX 710000N 0532011W UT595 

KEMIS 632434N 0232121W SID Keflavik 

KEMOS 665732N 0521314W UW28 See AIP Greenland 

KETAN 641913N 0223617W BIKF STAR 

KOGAG 643752N 0470000W UT599 

KOXIN 653035N 0505723W UW24 See AIP Greenland 

KUKAK 681159N 0530403W UW30 See AIP Greenland 

KUNUK 683024N 0505222W UW24 See AIP Greenland 

LARUX 623718N 0100000W G3 

LENIM 754936N 0752712W BDRY Reykjavik/Edmonton 

LILGO 672611N 0512553W UT587 See AIP Greenland 

LIPSI 745000N 0683400W BDRY Thule TMA 

LIRKI 610000N 0015100W BDRY Reykjavik/Scottish 

LODNO 650200N 0400000W UT594/UT599 

LUCIE 745500N 0664800W BDRY Thule TMA 

LUNDI 633843N 0204917W B1 

LUXOV 655239N 0530859W UT589 See AIP Greenland 

MANSE 725300N 0645500W THULE Exit Entry Point 

MARAS 634716N 0223419W HLDG Keflavik 

MASIK 655804N 0395943W UW28 See AIP Greenland 

MATIK 610000N 0080400W BDRY Reykjavik/Scottish 

MEDPA 723940N 0674248W BDRY Reykjavik/Edmonton 

METIL 635819N 0213134W B1/G3 

MIKLA 635054N 0173427W G3 

MIMTU 635904N 0220932W BIKF STAR 

MOTAK 633419N 0223137W HLDG Keflavik 

MOXAL 640500N 0180000W BIRK SID 

MUKKI 633403N 0205631W R1 



AMDT 063

04 APR 2014 


04 APR 2014 

AIP Iceland 


ICELANDIC 

ENGLISH 



Hnit 

Coordinates 



Athugasemdir 

Remarks 

1 2 3 4 

MURTA 640809N 0214840W G2 

MYRAR 644208N 0220853W B1 

NADMA 710402N 0645535W BDRY Reykjavik/Edmonton 

NALAK 654251N 0523353W UW51 See AIP Greenland 

NARKA 751000N 0724500W BDRY Thule TMA 

NASBU 635648N 0202053W G3 STAR Keflavik 

NASOP 653400N 0343500W UT592 BDRY Reykjavik/Sondrestrom 

NOBVI 644245N 0222500W BIIS SID 

NONRO 651100N 0300000W UT592 

NUTKA 643326N 0512657W UT594, UT598, UW24, UW25 See AIP Greenland 

NYGAR 681356N 0521841W UT587, UT589, UW22 See AIP Greenland 

OLKER 610000N 0063000W BDRY Reykjavik/Scottish 

OSKUM 634244N 0202634W BIKF SID 

OTRON 641113N 0223617W HLDG Keflavik 

OVBES 870000N 0600000W BDRY Reykjavik/Edmonton 

PAMLA 772400N 0750500W BDRY Thule TMA 

PELRI 850000N 0600000W BDRY Reykjavik/Edmonton 

PERUR 652627N 0185734W Y149 BIAR SID 

PEVAR 664157N 0465623W UW28 See AIP Greenland 

PEXIL 652414N 0180304W G4 / IAL LOC 

PIVUR 634604N 0223620W HLDG Keflavik 

PIXUM 632130N 0205222W SID Keflavik 

RALOV 635259N 0245204W SID Keflavik 

RATSU 610000N 0100000W BDRY Reykjavik/Scottish/ 

Shanwick 

REKVA 642630N 0204916W G4, Y148 

RETUR 653219N 0173729W G4 

ROSTI 632423N 0140644W G3 

SABAG 651600N 0351700W UT593 BDRY Reykjavik/Sondrestrom 

SAVIS 752100N 0634000W UT587 BDRY Thule TMA 


SELVO 635411N 0214845W SID/STAR Vestmannaeyjar 

SINVU 765136N 0753624W BDRY Reykjavik/Edmonton 

SIRVO 631101N 0220818W SID Keflavik 

SITLA 633957N 0222515W SID Keflavik 

SKALM 653743N 0222136W B1 

SORIR 642413N 0244132W SID Keflavik 

SOSIT 644900N 0300000W UT593, UT594 

AMDT 063 



04 APR 2014 

AIP Iceland 



04 APR 2014 

ICELANDIC 

ENGLISH 



Hnit 

Coordinates 



Athugasemdir 

Remarks 

1 2 3 4 

STEFA 750600N 0650500W BDRY Thule TMA 

SUBUD 643400N 0521500W UT596 

SUKAK 665633N 0502921W UW24 See AIP Greenland 

SULAN 633552N 0205304W SID/STAR Vestmannaeyjar 

SUMEL 634657N 0214722W R1 

SUNAK 

635025N 0220110W 

TERTU 642603N 0214343W G1, Y149 

TIBRA 641734N 0205542W G2 

TOLAN 653611N 0492055W UT588 See AIP Greenland 

TOMAS 734400N 0583500W THULE Exit Entry Point 

TUNGA 633838N 0202104W SID/STAR Vestmannaeyjar 

UNVIG 663139N 0513202W UW51 See AIP Greenland 

VAKLO 635840N 0230412W HLDG Keflavik 

VALDI 611252N 0000000W G3 BDRY Reykjavik/Stavanger 

VANDA 635759N 0233347W HLDG Keflavik 

VAXAN 652500N 0345400W BDRY Reykjavik/Sondrestrom 

VEXIN 751950N 0620000W UT595 



AMDT 063

04 APR 2014 


04 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 063 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Flugvallarljósvitar 

Aeronautical Ground Lights - EN-Route 

Name IDENT 

(coordinates) 

Type and 

intensity 

Characteristics Operating hours Remarks 

1 2 3 4 

NIL 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





30 MAY 2014 

AIP Iceland 


ICELANDIC 


30 MAY 2014 

ENGLISH 



FLUGLEIÐSÖGUVIÐVARANIR 

NAVIGATION WARNINGS 

Bann-, hafta- og hættusvæði 

Prohibited, restricted and danger areas 

Auðkenning, nafn og hliðarmörk 

Identification, Name & Lateral Limits 

Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 

Athugasemdir 

(Tímabil, tegund hömlunar, eðli 

áhættu, hætta á einelti) 

Remarks 

(Time of activity, type of restriction, 

nature of hazard, risk of interception) 

1 2 3 

Bannsvæði 

Prohibited Areas 

BIP1 - Bannsvæði Þjórsárvers. 

Svæði er afmarkast af: 

BIP1 - Þjórsárver Prohibited Area. 

An area bounded by: 

643752N 0185852W - 

644033N 0185241W - 

644329N 0183824W - 

643742N 0183255W - 

643509N 0183314W - 

643145N 0183755W - 

643103N 0184712W - 

643215N 0185445W. 

BIR2 (Vestursvæði) 

Æfingasvæði lítilla loftfara. 

Svæðið er innan eftirfarandi punkta: / 

Training area for light aircraft. 


634954N 0221017W Húshólmi 

635212N 0222531W Hagafell 

635631N 0222512W Austan við Seltjörn 

635629N 0221018W Keilir 

635414N 0215931W Suðurendi Kleifarvatns 

Efri mörk: / Upper limit: 

5 000 fet MSL 

Neðri mörk: / Lower limit: 

Jörð / Ground. 

Haftasvæði 

Restricted area 


2 500 fet MSL 


Jörð / GND 

Tímabil: 10. maí til 10. ágúst. 

Ath.: Hægt er að fá undanþágu til að 

fljúga í gegnum svæðið fyrir 

vísindarannsóknir. 

Period of activity: 

10 th May to 10 th August 

Note. - It is possible to obtain exemption 

to fly through this area for scientific 

research. 

Tímabil: Hafa samband við flugturninn í 

Keflavík. 

Takmarkanir: Þegar braut 29 er í notkun 

í BIKF er svæðið lokað. Óskir um að 

fara í gegnum svæðið á 119,300 MHz. 

Skilyrði: Ratsjársvari, tvær talstöðvar. 

Hlustvörður á 119.300 MHz. 

Fjarskipti milli loftfara 131.800 MHz. 

Period of activity: Contact Keflavík 

Tower. 

Limitations: When RWY 29 at BIKF is 

active, training area is closed. Requests 

for crossing on 119.300 MHz. 

Restrictions: Transponder, two VHF 

radios required. 

Listening watch on 119.300 MHz. 

Air to Air communications 

131.800 MHz. 



AMDT 064

30 MAY 2014 


30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 



Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 

Athugasemdir 

(Tímabil, tegund hömlunar, eðli 

áhættu, hætta á einelti) 

Remarks 

(Time of activity, type of restriction, 

nature of hazard, risk of interception) 

1 2 3 

BIR3 (Miðsvæði) 





635836N 0214836W Langahlíð 

635414N 0215931W Suðurendi Kleifarvatns 

635629N 0221018W Keilir 

640210N 0220052W Kvartmílubraut 


2 500 fet MSL 


Jörð / GND 

Hættusvæði 

Danger Areas 


Reykjavík. 

Takmarkanir: Þegar braut 01 er í notkun 

í BIRK er svæðið lokað. Óskir um að 

fara í gegnum svæðið á 119.000 MHz. 

Skilyrði: Ratsjársvari, tvær talstöðvar. 

Hlustvörður á 119.000 MHz. 

Fjarskipti milli loftfara 131.800 MHz. 

Period of activity: Contact Reykjavik 

Tower. 

Limitations: When RWY 01 at BIRK is 

active, training area is closed. Requests 

for crossing on 119.000 MHz. 

Restrictions: Transponder, two VHF 

radios required. 

Listening watch on 119.000 MHz. 

Air to Air communications 

131.800 MHz. 

BID12 - Mosfellsbær 

Svæðið er norðan við vallarsvið 

Tungubakkaflugvallar og eru tveir samtengdir 

hálfhringir með 0.67 NM radíus, með miðju á: / 

The area is for aerobatic practice and is north 

of Tungubakki Aerodrome Traffic Zone and is 

within lines joining two semicircles with a radius 

of 0.67 NM centred on: 

641139N 0214540W and 

641244N 0214130W. 


3 000 fet MSL 


500 fet / feet 


Reykjavík eða Reykjavík aðflug. 

Period of activity: Consult Reykjavík 

Tower or Approach. 

AMDT 064 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Heræfinga- og herþjálfunarsvæði 

Military Exercise and training Areas 

Nafn og hliðarmörk 

Efri / neðri mörk 

Athugasemdir 

Tími á starfsemi 

Name & Lateral Limits Upper / lower limits Remarks 

Time of activity 

1 2 3 

TRAINING AREAS 

Air training operations conducted under instrument flight rules and under CRC radar surveillance within Reykjavík Control 

Area will be accomplished within one or more of the following designated areas. 

Military exercise area. High speed manoeuvering aircraft. Information regarding activity in the areas are available from the 

Oceanic Area Control Centre. 

ITA NW 

Coordinates: 

6530N02800W 6645N02800W 

6645N02400W 6530N02500W 

ITA W 

W-a Coordinates: 

6452N02800W 6530N02800W 

6530N02500W 6446N02424W 

6430N02334W 6419N02357W 

W-b Coordinates: 

6440N02800W 6452N02800W 

6419N02357W 6407N02406W 

W-c Coordinates: 

6324N02800W 6440N02800W 

6407N02406W 6355N02407W 

W-d Coordinates: 

6312N02800W 6324N02800W 

6355N02407W 6344N02400W 

ITA SW 

Coordinates: 

6200N02800W 6312N02800W 

6344N02400W (via KEF APP boundary 

to) 6324N02153W 6300N02100W 

6200N02100W (via 6200N) 

ITA N 

Coordinates: 

6430N02334W 6446N02424W 

6530N02500W 6645N024W 

6645N02100W 6525N02100W 

6441N02140W 6443N02229W 

6447N02252W 6438N02258W 

ITA NE 

Coordinates: 

6600N01430W 6700N01430W 

6700N01000W 

Levels: 

3000 feet AMSL up to FL290 (lower limit 

FL055 west of 026W) 

Levels: 


FL055 outside 120NM from KEF VOR) 

Levels: 

FL240 up to FL290 (Area W-b is 

intended as corridor and users can 

expect level changes on tactical bases). 

Levels: 


FL055 outside 120NM from KEF VOR). 

Levels: 

FL240 up to FL290 (Area W-d is 


expect level changes on tactical bases) 

Levels: 


FL055 outside 120NM from KEF VOR) 

Levels: 

FL180 up to FL290 

Levels: 


FL55 east of 011W) 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 

Athugasemdir 






1 2 3 

ITA SE 

SE-a Coordinates: 

6349N01555W 6400N01500W 

6431N01400W 6500N01300W 

6500N01200W 6310N01200W 

Levels: 

3000 feet AMSL up to FL290 (East of 

013W and south of 64N the lower limit is 

FL055). 

SE-b Coordinate: 

6339N01625W 6349N01555W 

6310N01200W 6256N01200W 

Levels: 

FL240 up to FL290 (Area W-b is 


expect level changes on tactical bases) 

SE-c Coordinate: 

6200N01800W 6315N01800W 

6339N01625W 6256N01200W 

6200N01200W 

ITA C 

Coordinates: 

6411N02101W 6418N02056W 

6533N01710W 6515N01515W 

6410N01600W 

Levels: 

3000 feet AMSL up to FL290 (South of 

64N and east of 015W the lower limit is 

FL055) 

Levels: 




Athugasemdir 




1 2 3 

EXERCISES AREAS 

During exercises with more than 12 aircraft, larger areas might be required due to the number of aircraft involved. Following 

are definitions of additional areas available for exercises with more than 12 aircraft. 

Information regarding activity in the areas are available from the Oceanic Area Control Centre. 

NV-1 

Coordinate: 

6441N02140W 6525N02100W 

6450N01924W 6418N02056W 

6440N02117W 

NV-2 

Coordinate: 

6400N02111W 6418N02056W 

6430N02107W 6516N01913W 

6555N01546W 6521N01510W 

6458N01507W 6439N01417W 

6431N01400W 6400N01500W 

6315N01800W 

NV-3 

Coordinate: 

6324N02153W 6344N02113W 

6352N02118W 6400N02111W 

6344N02000W 6300N02100W 

Levels: 


Levels: 


Levels: 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 



Önnur hættuleg starfsemi og aðrar hugsanlegar hættur 

Other activities of a dangerous nature and other potential hazards 

Önnur hættuleg starfsemi 

Other activities of a dangerous nature 

Latteral limits 

coordinates 

Vertical limits Advisory measures Authority 

responsible for info 

Remarks 

1 2 3 4 5 

Keflavík 

635906N 0223620W 

Up to 

31000 M MSL 

Radiosonde/ 

Upperwind radio 

observation 

MAX LEN 30 M 

MAX WT 1.0 KG 

MAX ROC 1 400 FT/MIN 

Meteorological Office 

Bústaðavegur 9 

150 Reykjavik, Iceland 

Phone: 354 522 6000 

Daily 

1130-1145 and 

2330-2345 

Keflavík 

635906N 0223620W 

Up to 

31000 M MSL 

Radiosonde 

OZON observation/ 

MAX LEN 100 M 

MAX WT 2.0 KG 

MAX ROC 1 400 FT/MIN 

Meteorological Office 

Bústaðavegur 9 


Phone: 354 522 6000 

Once a week 

MID DEC to 

END MAR 

Times: Irregular 


Aðrar hugsanlegar hættur 

Other potential hazards 


coordinates 

Vertical limits Advisory measures Authority responsible for 

info 

Remarks 

1 2 3 4 5 

VOLCANO 1703-06 

ASKJA 

650130N 0164500W 

In eruptions risk 

of volcanic ash 

up to 10 000 M 

Avoid flying below 

11 000 M during 

eruption 

Icelandic Civil Aviation 

Administration 


Phone: 354 569 4100 

Askja 

last erupted 

1961 


BARDARBUNGA 

64373N0173130W 



up to 10 000 M 



eruption 




Phone: 354 569 4100 

Bardarbunga 

last erupted 

1996 


EYJAFJOLL 

633750N 0193640W 



up to 10 000 M 



eruption 




Phone: 354 569 4100 

EYJAFJOLL 

last erupted 

2010 


GRIMSVOTN 

653506N 0171930W 



up to 10 000 M 



eruption 




Phone: 354 569 4100 

Grimsvotn 

last erupted 

2011 


HEKLA 

635830N 0194200W 



up to 10 000 M 



eruption 




Phone: 354 569 4100 

Hekla 

last erupted 

in FEB 2000 


JAN MAYEN 

710430N 0081006W 



up to 11 000 M 



eruption 




Phone: 354 569 4100 

Jan Mayen 

last erupted 

in 1985 


KATLA 

633730N 0190130W 



up to 12 000 M 



eruption 




Phone: 354 569 4100 

Katla 

last erupted 

in 1918 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


coordinates 

Vertical limits Advisory measures Authority responsible for 

info 

Remarks 

1 2 3 4 5 


KRAFLA 

654330N 0164630W 



up to 10 000 M 



eruption 




Phone: 354 569 4100 

Krafla 

last erupted 

1984 



632724N 0202830W 



up to 10 000 M 


11 000 M 

during eruption 




Phone: 354 569 4100 


last erupted 

in 1973 




14 NOV 2014 

AIP Iceland 


ICELANDIC 


14 NOV 2014 

ENGLISH 



Hindranir á flugleiðum 

Air navigation obstacles - en-route 

Flugleiðsöguhindranir 

Air Navigation Obstructions 

Hér eru birtar þær flugleiðsöguhindranir sem Isavia er 

kunnugt um og eru yfir 328 ft (100 m) yfir jörðu. 

Hindranirnar eru birtar í stafrófsröð. 

On this page, air navigation obstructions which are known 

to Isavia and which exceed 328 ft (100 m) GND are 

published in alphabetical order. 

OBST ID or 

designation 

OBST 

type 

OBST 

position 

ELEV/HGT 

OBST LGT 

Type/Colour 

Remarks 

1 2 3 4 5 6 

EIDAR Antenna 652223N 

0142027W 

GRINDAVIK Antenna 635101N 

0222800W 

GRINDAVIK Antenna 635104N 

0222707W 

GUFUSKALAR Antenna 645426N 

0235521W 

KARAHNJUKAR Dam 645648N 

0154730W 

878 FT / 740 FT Hazard light / FLG W NIL 

1065 FT / 1028 FT Hazard light / FLG R NIL 



2080 FT / 650 FT No light NIL 



AMDT 066

14 NOV 2014 


14 NOV 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 066 



03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Flugíþrótta- og tómstundastarfsemi 

Aerial sporting and recreational activities 



Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 

Athugasemdir og tími á starfsemi 

Remarks and time of ACT 

1 2 3 

Svifflugssvæði / Gliding Areas 

Sandskeið 


The area is bounded by: 

640137N 212659W - 

635820N 213814W - 

635909N 214210W - 

640433N 213644W - 

640327N 212906W 

Efri mörk: / 

Upper limit: 

3 000 fet MSL 

Neðri mörk: / 

Lower limit: 

Jörð / GND 

Tímabil: 1. maí til 31. október.Sandskeið láti 

flugturn í Reykjavík vita þegar svifflug er að 

hefjast og tilgreini hve lengi verði flogið. 

Fjarskipti: Fjarskipti milli loftfara og 

hlustvörður skal vera 119.9 MHz. 

Upplýsingar þegar svæðið er í notkun verða 

gefnar á Reykjavík ATIS 128.1 MHz og 

Keflavík ATIS 128.3 MHz. Flugmenn ættu að 

kalla á 119.9 MHz þegar þeir nálgast svæðið 

til að láta vita af sér og fá upplýsingar um 

umferð. 

Period of activity: 01 st May - 31 st Oct. 

Consult Reykjavík Tower. 

Communication: Air to air and listening watch 

on 119.9 MHz. 

Information when the area is active will be on 

Reykjavik ATIS 128.1 MHz and Keflavik 

ATIS 128.3 MHz. Pilots should report their 

position on 119.9 MHz when approaching the 

area to receive information on other traffic. 

Óheimilt að fara inní svæði Keflavíkur-aðflugs / Flying into Keflavík-approach area is prohibited. 

Ef Svifflugur vilja fljúga inn í Reykjavíkur aðflug skulu þær kalla Aðflug á 119.0 Mhz áður en komið er upp fyrir 3000 fet yfir 

sjávarmáli, leggja inn flugáætlun og óska eftir leyfi til að koma inn í aðflugsstjórnarsvæðið. Gefa skal staðsetningu með 

stefnu frá Sandskeiði og fjarlægð í sjómílum ásamt fyrirætlan (áætlaður tími í svæðinu), hæðir skulu gefnar í fetum yfir 

sjávarmáli og fjarlægð í sjómílum. Aðflug veitir samþykki sitt ef umferð leyfir. Svifflugur skulu halda hlustvörð á 119.0 Mhz 

meðan þær eru innan aðflugssvæðis, einnig skulu þær láta vita er þær ætla að hefja lækkun og fara út úr Aðflugssvæðinu 

(hvort heldur sem er niður fyrir neðri mörk eða út fyrir hliðarmörk svæðisins). / 

If Gliders plan to fly into Reykjavík-approach area they shall contact Approach on 119.0 Mhz before climbing above 3000 

feet above sea level, file a flight plan and request permission to enter the approach area. Positions shall be given as 

direction and distance from Sandskeið and other intentions such as estimated time within the approach area. Altitudes shall 

be given in feet above sea level and distance in NM. Approach controller will approve if able due other traffic in the area. 

Gliders shall maintain listening watch on 119.0 Mhz while within the approach area, they shall also report when starting 

descent or departing the approach area (either below the lower limit or outside the lateral limits of the area). 

Melgerðismelar 

Svæðið er: Tveir samtengdir hálfhringir með 

1.0 NM radíus, með miðju á 652747N - 

0181135W og 652935N - 0180920W. 

Umferðarhringur fyrir vélflugbraut er austan 

vallar, en flugmódel vestan vallar. 

Lateral limits: 

An area within lines joining two semicircles 

with a radius of 1.0 NM centred on 652747N 

- 0181135W and 652935N - 0180920W. 

Traffic pattern for aircraft/gliders is east of 

runway, but models west of runway. 


2 500 fet MSL 


Jörð / GND 

Tímabil: 1. maí til 31. október. 

Flugmenn skulu hafa samband við Akureyri 

flugturn á 118.2 MHz áður en komið er í 

námunda við svæðið, og einnig við 

Melgerðismela á 119.9 MHz. 

Period of activity: 01 st May - 31 st Oct. 

Pilots shall contact Akureyri TWR on 118.2 

MHz approaching the gliding area as well as 

Melgerðismelar on 119.9 MHz. 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 



Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 



1 2 3 

Svifdrekaflug / Hang gliding 

Úlfarsfell 

Svæðið er milli Úlfarsfells og Hafrahlíðar og er 

hringlaga radíus 1.5 NM og miðju á 640918N 

0214142V. 

The area is situated between mount Ulfarsfell 

and mount Hafrahlid and is 

1,5 NM radius centered at 640918N 0214142W. 

Kambar 

Svæðið er Kambabrún og er hringlaga með 

radíus 1.5 NM og miðju á 635859N 0211535V. 

The area is situated at the edge of Kambar and is 

1,5 NM radius centered at 635859N 0211535W. 


3 000 fet MSL 


Jörð / GND 


3 000 fet MSL 


Jörð / GND 


Reykjavíkí síma 424 4214 eða á 118.0 Mhz 

áður en flug hefst og lýkur í svæðinu. 

Talstöð: Hlustvörð á 118.1 MHz. 

Period of activity: Consult Reykjavik Tower 

tel. 424 4214 or frequency 118.0 Mhz before 

activating/deactivating the area. 

Communication: Listening watch on 118.1 

MHz. 


Reykjavík eða Reykjavík aðflug. 


Period of activity: Consult Reykjavík Tower or 

Approach as appropriate 

Communications: Listening watch on 118.1 

MHz. 



Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 



1 2 3 

Æfingasvæði / Training areas 

Austursvæði 


Svæðið er yfir Mosfellsheiði og afmarkast af 

eftirfarandi punktum: / 


The area is situated over Mosfellsheiði and is 

bounded by: 

640948N 0213117W Grímmannsfell 

641041N 0211318W Svínanes við Þingvallavatn 

640343N 0212335W Húsmúli 

640504N 0213212W Lyklafell 

640700N 0213556W Suðurendi Silungatjarnar 


3 000 fet MSL 


Jörð / GND 


Reykjavík. 


Period of activity: Consult Reykjavík Tower. 

Communication: Listening watch and Air to 

Air: 118.1 MHz. 




03 APR 2014 

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ICELANDIC 


03 APR 2014 

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Sletta 

Æfingasvæði fyrir fis og afmarkast af efirfarandi 

punktum: / 

Training area for Microlights bounded by: 

Efri mörk 

Neðri mörk 

Upper Limit 

Lower Limit 


700 fet MSL 


Jörð / GND 



1 2 3 

Tímabil: Upplýsingar hjá flugturninum í 

Keflavík og/eða ATIS. 

Period of activity available from Keflavik 

Tower and/or ATIS 

Vogsholl (635704N 0222936W) 

direct to Seltjorn (635649N 0222542W) 

along Grindavikroad to the intersection 

of the road to the intersection of 

Grindavik road and the road to 

Arnarsetur (635424N 0222512W) 

Direct to Stapafell 

(635400N 0223107W) 

Direct to Vogsholl. 

Flugleiðir inn og út frá Sléttu eru; 

a. Grindavíkurvegurinn og síðan norðan eða sunnan fjallgarðs út úr Flugstjórnarsviði. 

b. Grindavíkurvegurinn, beint Vogar, beint Vatnsleysustrandarvegur að Kúagerði, Reykjanesbraut að Straumi beint 

kvartmílubraut beint Hamranesvöllur og þaðan út úr flugstjónarsviði til suðausturs. 

Routes in and out of Sletta; 

a. Grindavik-road and then north or south off the mountain range out of the CTR. 

b. Grindavik-road, direct Vogar, direct Vatnsleysustrond-road to Kuagerdi, Reykjanesbraut to Straumur direct dragstrip, 

direct micro flying strip south-west of Hafnafjörður and from there out of CTR to the southeast. 

Efri mörk:/Upper limit: 700 feet MSL. 

Virkjun svæðisins:/ Period of activity: 

Fisflugmenn skulu láta Flugturninn í Keflavík vita þegar svæðið er gert virkt og einnig þegar flugi þar lýkur. 

Við flug til og frá Sléttu skulu fisflugmenn fá heimild til flugs í gegnum flugstjórnasvið frá Flugturni. 

Consult Keflavík Tower before activating and deactivating the area. 

When flying to or from Sletta, pilots shall request a clearance to fly through the CTR from the TWR. 



AIRAC AMDT 054

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03 APR 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 





03 APR 2014 

AIP Iceland 


ICELANDIC 


03 APR 2014 

ENGLISH 


Í vinnslu 

Farfuglar og svæði með viðkvæmu dýralífi 

Bird migration and areas with sensitive fauna 

To be developed 



AIRAC AMDT 054

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03 APR 2014 

ICELANDIC 

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ENGLISH 





30 MAY 2014 

AIP Iceland 


ICELANDIC 

ENR 6-1 - 1 

30 MAY 2014 

ENGLISH 



FLUGLEIÐAKORT 

EN-ROUTE CHARTS 

LISTI YFIR FLUGLEIÐAKORT 

LIST OF EN-ROUTE CHARTS 

Listi yfir flugleiðakort (Sjá enskan texta) 

Enroute Chart - ICAO (FL UNL/GND) Iceland ENR 6.1 - 3 

Enroute Chart - ICAO Reykjavik Control Area ENR 6.1 - 5 

Enroute Chart - ICAO Reykjavik Control Area - West Greenland Insert. F195-F285 ENR 6.1 - 7 

RVSM / MNPS Airspace ENR 6.1 - 9 

VHF/ UHF Network ENR 6.1 - 11 

Theoretical Radio and Radar Coverage chart for FL 300 ENR 6.1 - 13 

GP VHF A/G Communications Coverage of Reykjavik CTA at FL 100 ENR 6.1 - 15 





AMDT 064

30 MAY 2014 

ENR 6-1 - 2 

30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 064 



03 APR 2014 

AIP Iceland 


ENROUTE CHART - ICAO (FL UNL / GND) ICELAND 

ENR-6.1 - 3 

03 APR 2014 



AIRAC AMDT 054

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ENGLISH 





04 APR 2014 

AIP Iceland 


ENROUTE CHART - ICAO Reykjavik Control Area 


04 APR 2014 



AMDT 063

04 APR 2014 


04 APR 2014 

AIP Iceland 



AMDT 063 



03 APR 2014 

AIP Iceland 


ENROUTE CHART - ENR 6.1-7 


03 APR 2014 



AIRAC AMDT 054

03 APR 2014 


03 APR 2014 

AIP Iceland 






03 APR 2014 

AIP Iceland 



03 APR 2014 

RVSM / MNPS Airspace 



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30 MAY 2014 

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30 MAY 2014 

VHF/ UHF Network 

H-4 

BOLAFJALL 

6611N 02319W - ELEV. 2041 FT 

123.900, 125.700, 128.600, 

129.900, 132.300 MHz 

E-5 

THVERFJALL 

6603N 02319W - ELEV. 2370 FT 

119.700 MHz 

LOC 

REYKJAVIK 

6408N 02156W - ELEV. 76 FT 

119.700, 121.500, 125.700, 132.300 MHz 

APPROXIMATE COVERAGE OF VHF/UHF 

FREQUENCIES LISTED ON REMOTE STATIONS 

at FL 100 : 

at FL 200 : 

at FL 250 : 

150 NM 

200 NM 

250 NM 

E-2 

VADLAHEIDI 

6546N 01800W - ELEV.2000 FT 

119.700, 121.500 MHz 

E-3 

FJARDARHEIDI 

6518N 01415W - ELEV. 1640 FT 

119.700, 126.750 MHz 

E-9 

THRANDARHLIDARFJALL 

6524N 01930W - ELEV. 3043 FT 

119.700 MHz 

E-7 

BLAFJOLL 

6359N 02137W - ELEV. 2230 FT 

119.700, 123.900, 125.700, 128.600, 129.900, 132.300 MHz 

E-4 


6326N 02017W - ELEV. 741 FT 

123.900 MHz 

HORNAFJORDUR 

6418N 01514W - ELEV. 24 FT 

123.900 MHz 

H-2 

GUNNOLFSVIKURFJALL 

6609N 01505W - ELEV. 2359 FT 

125.500, 126.750, 128.800, 132.200 MHz 

H-3 

STOKKSNES 

6415N 01500W - ELEV. 10 FT 

119.700, 125.700, 

128.600, 129.900, 132.300 MHz 



AMDT 064

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ENGLISH 


AMDT 064 



03 APR 2014 

AIP Iceland 



03 APR 2014 

Theoretical Radio and Radar Coverage chart for FL 300 



AIRAC AMDT 054

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ICELANDIC 

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30 MAY 2014 

AIP Iceland 



30 MAY 2014 

GP VHF A/G Communications Coverage in Reykjavik CTA at FL 100 

NEW YORK 

IQALUIT ICELAND RADIO 

127.850 

SCHEFFERVILLE 

GANDER 

GOOSE 

GANDER 

ICELAND 

RADIO 127.850 

129.625 

126.550 

127.850 

BODO 

SHANNON 



AMDT 064

30 MAY 2014 


30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 064 



30 MAY 2014 

AIP Iceland 



30 MAY 2014 


NEW YORK 

IQALUIT 

ICELAND RADIO 

127.850 

ICELAND 

RADIO 

127.850 

SCHEFFERVILLE 

GANDER 

GOOSE 

GANDER 

ICELAND 

RADIO 

126.550 

127.850 

127.850 

129.625 

BODO 

SHANNON 



AMDT 064

30 MAY 2014 


30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 064 



30 MAY 2014 

AIP Iceland 



30 MAY 2014 


NEW YORK 

IQALUIT 

SCHEFFERVILLE 

GOOSE 

GANDER 

127.850 

ICELAND RADIO 

127.850 

GANDER 

ICELAND 

RADIO 

126.550 

127.850 

127.850 

129.625 

BODO 

SHANNON 



AMDT 064

30 MAY 2014 


30 MAY 2014 

ICELANDIC 

AIP Iceland 


ENGLISH 


AMDT 064

ENR 0.6 Efnisyfirlit ENR 0 ENR 1 ALMENNAR ... - FlugmÃ¡lastjÃ³rn

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