Guidance concerning Air Navigation in and above the NAT MNPSA
Reykjavik centre operates several Direct Controller Pilot Communications (DCPC) VHF
stations providing coverage to approximately 250 NM from the coast of Iceland and Faroes. Those stations are used to provide tactical procedural control and radar control within the South and East sectors of the Reykjavik area. The callsign of the Reykjavik centre is “Reykjavik control” or just “Reykjavik” and indicates that the pilot is communicating directly with an air traffic controller. The callsign of Iceland radio is “Iceland radio” or just “Iceland” and indicates that the pilot is communicating with a radio operator who
is relaying messages between the pilot and the appropriate control facility.
Gander OAC operates a number of VHF remote outlets in Greenland and in the adjacent
eastern seaboard of Canada, providing DCPC service for ADS-B operations in those parts of its airspace. For details of this ADS-B service, participation requirements and coverage charts, operators should consult
A brief description of the service is provided in a NAT OPS Bulletin, which can be
downloaded from www.paris.icao.int/.
The carriage of HF communications equipment is mandatory for flight in the Shanwick
OCA. Aircraft with only functioning VHF communications equipment should plan their route outside the Shanwick OCA and ensure that they remain within VHF coverage of appropriate ground stations throughout
the flight. Details of communication requirements are published in State AIPs and ICAO publications.
SATCOM Voice Communications
Following successful trials, Aeronautical Mobile Satellite (Route) Service (AMS(R)S), more
commonly refered to as SATCOM Voice, may now be used for any routine, non-routine or emergency ATS air/ground communications throughout the NAT Region. State AIPs contain the necessary telephone numbers and/or short-codes for air-initiated call access to aeradio stations and/or direct to OACs. Since oceanic traffic typically communicate with ATC through aeradio facilities, routine SATCOM Voice calls
should be made to such a facility rather than the ATC Centre. Only dictates otherwise should SATCOM Voice calls be made to communication initiated due to HF propagation difficulties does addressed to the air-ground radio facility. CORRIGENDUM NAT
when the urgency of the communication
DOC 007 2010/1:
Paragraph 6.1.17 is
not yet applicable in the ICAO NAT Region, subject to the expected approval of an amendment to NAT SUPPs. NAT SUPPs paragraph 3.4.1 concerning use of SATCOM voice remains in effect until
amendment is approved, at which time this Corrigendum will be rescinded.
Operators are, of course, also bound by their own State of Registry’s regulations regarding
carriage and use of any and all long-range ATS communications equipment. In many instances MMEL remarks for HF systems now provide significant relief for SATCOM Voice equipped aircraft, thereby making the requirement for the carriage of fully serviceable/redundant HF communications equipment much
less of an issue (Reference HF Communications Failure).
Pilots electing to use SATCOM Voice as an alternative to HF voice communications remain
responsible for operating SELCAL or maintaining a listening watch on the assigned HF frequency.
Datalink communications are gradually being introduced into the NAT environment for
position reporting (via FANS 1/A ADS-C & CPDLC and also via FMC WPR through ACARS) and for other air/ground ATS exchanges (using FANS 1/A CPDLC). NAT Region specific guidance may be published in NAT OPS Bulletins when deemed necessary by the NAT SPG and the operational procedures to be used are specified in the Global Operational Data Link Document (GOLD), both of which can be downloaded from
AIS publications of the NAT ATS Provider States should be consulted to
determine the extent of current implementation in each of the North Atlantic OCAs
NAT Doc 007