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Effective 26 Dec 2025 - 01 April 2026 Introduction London Biggin Hill Airport (EGKB) has introduced an RNP approach to Runway 03 as an airspace trial. The trial is running until 01 April 2026 and for VATSIM purposes the RNP approach is available to any pilot who requests the procedure. The RNP approach is not to be offered by controllers except when it has been specifically requested by the pilot. TC Thames shall continue to use the existing ILS 21 circle Runway 03 procedure when the trial RNP approach has not been requested. The trial RNP approach is available only: To aircraft able to conduct radius-to-fix (RF) legs, To IFR inbounds from the ATS route structure via JACKO or GODLU, When TC Thames (or top-down control) is staffed (ie. the procedure is not available with Biggin Hill APC). The procedure can be conducted to LNAV and LNAV/VNAV minima. Procedure Overview The trial RNP approach commences inside the Class A London TMA at 3000 ft at OSVEV, which is the terminating fix for the Biggin Hill RNAV-1 transitions from JACKO (OSVEV 1J) and GODLU (OSVEV 1G). The procedure routes aircraft through the Biggin Hill overhead at 3000 ft to fix ITSUM at a position 5.6 NM west of the aerodrome. From here, aircraft commence a descent to 2400 ft into the Class G airspace beneath the LTMA. Aircraft must be below 2400 ft by fix YARVU to ensure separation against Gatwick Runways 08L/R westbound departures and minimise the risk of an inadvertent infringement of the Gatwick CTA. At KBW01 the inbound aircraft will follow the RF track onto the Runway 03 extended centreline at KB03F. The missed approach procedure routes aircraft to the northeast to join the existing hold at ALKIN. ATC Procedures The trial procedure is only available when TC Thames (or top-down control) is staffed. Biggin Hill APC must not issue the trial procedure (this is because the procedure routes aircraft inside the LTMA and requires aircraft to be radar monitored against Heathrow and Gatwick traffic). Pilots intending to conduct the approach shall “request RNP runway 03 trial” on first contact with TC Thames. Controllers are not to offer the trial procedure to any aircraft unless it is specifically requested by the pilot. When a pilot has not requested the trial RNP approach, TC Thames shall use the existing ILS 21 circle Runway 03 procedure. Aircraft cannot conduct simultaneous RNP 03 and ILS 21 circle Runway 03 approaches, when aircraft require differing approach types one inbound must be held until the other has completed its approach. When a pilot has requested the RNP approach, TC Thames shall: Inform them “expect RNP approach Runway 03 leaving controlled airspace north of YARVU”, Prenote Biggin APC (or AIR in their absence) and TC Gatwick FIN with the aircraft callsign and estimate for YARVU. Note: The prenote to Biggin Hill is in addition to the 10 NM range check provided for all Biggin Hill inbounds. Once the aircraft has been issued descent to 3000 ft and prior to OSVEV, TC Thames shall clear the aircraft for the approach using the phraseology “cleared RNP approach Runway 03, report YARVU”. Aircraft must be retained on the TC Thames frequency until they have left controlled airspace. Once aircraft are west of the Biggin Hill overhead they will be routing outside the existing Thames RMA and TC Thames must radar monitor the inbound as a high priority task against Heathrow DET and Gatwick outbounds. If the inbound does not achieve the 2400 ft or below restriction by YARVU, it must be broken off the approach and issued a turn to the north to deconflict against Gatwick traffic. If TC Thames observes a potential conflict against Heathrow DET or Gatwick outbounds, they shall initiate coordination with TC South to agree a resolution to the conflict. Once an inbound aircraft has achieved the 2400 ft or below restriction at YARVU, it shall be transferred to Biggin APC or AIR and informed that the radar service is terminated. Inbound aircraft shall be transferred no later than FEZUC.

Effective 26 Dec 2025 - UFN Introduction A Restricted Area (Temporary) has been established overhead the site of the SS Richard Montgomery wreck. The RA(T) is that volume of airspace within 0.5 NM of the wreck extending from SFC to 13,200 ft and has been established to safeguard aircraft in the event of an inadvertent detonation of munitions within the wreck. On VATSIM, controllers may optionally decide to simulate the following procedures. The RA(T) is located in the Thames Estuary adjacent to fix GAPGI and interacts with the TC Thames and Southend APC RMAs as well as TC South sector. The RA(T) is depicted in red in the figure below alongside the TC Thames RMA: TC Thames The RA(T) is clear of, but in close proximity to, the RNAV-1 transitions for London City and Biggin Hill. As such, TC Thames shall apply the following procedures: Traffic issued a direct routing must join the transition either at RAVSA or ATPEV. Traffic must not be issued a direct routing to GAPGI. Traffic joining at RAVSA must join from an angle between the JACKO-RAVSA or GODLU-RAVSA extended tracks. Traffic routing on the transition shall be radar monitored from RAVSA until it has passed clear abeam the RA(T). Any traffic observed to deviate from the the transition must be issued an immediate radar heading to track it clear of the RA(T). London City outbound traffic routing via SOQQA-SODVU-EKNIV may remain on own navigation in accordance with the current Standing Agreement with TC South. Southbound Southend departures via DET will be positioned by Southend APC on an appropriate radar heading through the EKNIV gate that remains clear of the RA(T). Southend APC Southbound departures via DET may depart on own navigation but must be radar monitored by APC. All radar headings through the EKNIV gate must track clear of the RA(T). TC South The RA(T) is located in the south-eastern portion of the SODVU box and London City departures must not be issued any direct routings that would cause them to enter the RA(T). For example, SODVU DCT DVR would penetrate the RA(T).

Valid 12 December 2025 A temporary arrangement is permitted to split the "Hurn" sector during the Channel Islands Christmas Shopper. For this event Hurn is permitted to be opened without AC South online. Any errors in procedures should be reported to the Operations department via the Helpdesk or Discord. Available Position(s) Hurn - LON_SH_CTR (Relief: LON_SH__CTR) Frequency: 134.440 MHz RTF callsign: London Control Coordination callsign: Hurn Top-down responsibility for: SOLENT Hurn is a split of the Worthing sector. Its area of responsibility is as shown in Figure 1. SOLENT is covered top-down by the Hurn controller when a local controller covering the sector is not online. Figure 1 - Hurn Area of Responsibility

Valid 12 December 2025 For the "Channel Islands Christmas Shopper" event a temporary arrangement is made to allow for the splitting of LAC West. Division Policy on bookings remains unaffected. LON_W_CTR remains the only primary or secondary position in the LAG West group. However, if required due to controller workload, other positions in the West LAG (defined in this post) may be opened without the rest of West being staffed. Controllers operating splits positions must provide a link to vatglasses.uk/ukireland/ in their Controller ATIS. Any errors in procedures should be reported to the Operations department via the Helpdesk or Discord. Brecon - LON_WB_CTR (Relief: LON_WB__CTR) Frequency: 135.255 MHz RTF callsign: London Control Coordination callsign: Brecon Top-down responsibility for: Gloucester, Cardiff (and St Athan), Bristol Brecon is responsible for airspace from the northern boundary with AC Lakes, down to (and including) the core east-west routes, but excluding the airspace in the lower eastern region, as shown in Figure 1. Brecon - LON_WH_CTR (Relief: LON_WH__CTR) Frequency: 128.815 MHz RTF callsign: London Control Coordination callsign: Berry Head Top-down responsibility for: Channel Islands, Exeter, Newquay, Land's End, Scilly Isles, Yeovil/Westland Berry Head is responsible for the airspace from the southern boundary with Brest to just south of Bristol/Cardiff. The airspace is depicted in Figure 2. Agreed Levels Controllers are advised to use the "LAC West (North Sheet)" and "LAC West (South Sheet)" level diagrams for splits. The following agreement in addition is the only agreement from Berry Head to Brecon: To Agreement Conditions Brize Group, EGBB, EGBE FL240 lvl EPACE - Coordination with Adjacent Units, Sectors and Airfields Brecon and Berry Head controllers must inform all adjacent controllers when the split is opened/closed. Neighbouring ACCs are aware of these procedures, however, adjacent UK controllers (enroute, approach and aerodrome) may need guidance on top-down coverage and transfer of traffic. Figure 1 - LAC West - Brecon - Area of Responsibility Figure 2 - LAC West - Berry Head - Area of Responsibility This procedure does not alter the staffing permissions as defined in the UK Division Policy or GCAP.

Effective 27 November 2025 Relevant to: EGSS; LTC North Introduction Changes to SIDs from London Stansted (EGSS) have been implemented affecting repositioning flights to EGLL/WU and traffic leaving controlled airspace via BKY. LAM SID Removal The Lambourne (LAM) SIDs from both runways have been removed. Traffic re-positioning to Heathrow (EGLL) and Northolt (EGWU) shall now file and be cleared via a CLN SID departure, then DCT LAM. The coordination process for these departures remains the same. TC NE shall coordinate with TC Heathrow to vector traffic after departure towards the Heathrow RMA. EGSS-EGLL/EGWU FPL Route: CLN DCT LAM Max RFL: Minimum Stack Level BKY SID Revision The Barkway (BKY) SIDs, for traffic repositioning to Luton (EGGW) or leaving controlled airspace north of BKY, previously terminated at the boundary of controlled airspace. The SIDs have been revised to terminate at BKY, and the designators incremented accordingly. RWY 04 - BKY 2S -> BKY 3S RWY 22 - BKY 5R -> BKY 6R Documentation Status The UK sector file has been updated for AIRAC 2512. The Stansted and London documentation have also been updated. docs.vatsim.uk/EGSS