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Hello all, As ever, things have been changing within the ATC Training landscape and it's important to me that people remain informed of what's happening. All of us on the DSG are 'servant leaders', in that we volunteer our time to lead within VATSIM UK for the enjoyment of others and this is one of the driving factors behind my intention to be as open and transparent as possible - we have nothing to hide here! It's worth noting that much of the content of this blog entry follows on from the original demand blog post. Just over a year on and with some changes introduced, we're in a position to start to draw some new inferences from our data, try to measure the impact of various things and clearly identify where the challenges are. Total Joiners In the last 90 days, in excess of 21,200 members have joined VATSIM, or 6,900 in the last 30 days. This is a marked reduction from the 8,500 that we saw in February of last year, but as before, we must be careful to draw too many conclusions from this data. February 6th is close enough to Christmas that we may have seen a peak in new member registrations following Christmas, but we have no way to determine whether this is the case. Many of our tech team are currently on their holidays and they deserve some rest - so we can't quite get all of the statistics that we used last time. However, using the revisions to the OBS > S1 waiting list that Tech provided us with recently, we can see that since the 5th April, 186 people have joined the OBS > S1 waiting list. Perform some really bad extrapolation and we can conclude that about 92 people a month - 276 in three months - joined our S1 waiting list. Roughly 1.3% of all VATSIM sign-ups, globally, end up on our waiting list - huge numbers. Training Demand Of course, of particular focus for me is the demand on our ATC Training process. Thanks to our colleagues in Tech, we now have access to detailed information on when people joined the ATC Training Waiting Lists at all ratings, giving us the ability to report directly on those lists. In the past 14 days, a total of 51 people have joined the OBS > S1 waiting list. We still don't yet have a clear view as to whether or not those are joining for the first time or re-joiners, but we do have the information. Those 51 people means an average of 3.6 people join the waiting list per day - although there is an interesting anomaly. 10 people joined the list on the 17th May; I've spoke with one of our Community team to identify whether or not we had any social media engagements on that date and there were none. So - there are inexplicable variations in our member recruitment rate. However, this represents a significant increase in demand. Looking back at our 2023 stats, an average of just over two people per day joined the waiting list for training. We're up on that now almost 50% given our average of 3.6 people per day. Importantly, this doesn't reflect people returning from absences and requesting training for recurrency under GCAP, nor does it consider transferees - but I'll touch on both of those categories later. Suffice to say, the tap is running faster than it was and we have no ability - nor inclination! - to turn it down or off. Subsequently, we must explore ways in which we can increase capacity - more on that story later. Elsewhere, we continue to experience massive demand for ATC training, although we're chipping away at various things: We currently have 116 people on our S2 waiting list, down from 120 at the end of Q1 2024 but up from 101 at the end of Q1 2025. 14 students currently have training places, up from nine at the time of my previous demand blog. We currently have 53 people on our S3 waiting list, up from 31 at the end of Q1 2024 and up from 47 at the end of Q1 2025. Nine students currently have training places, down from 14 at the time of my previous demand blog. We currently have 21 people on our C1 waiting list, up from 16 at the end of Q1 2024 and up from 15 at the end of Q1 2025. Six students currently have training places, up from five at the time of my previous demand blog. Before we consider a statement on demand, we must consider the availability of resources. 'Demand' can be something of an illusion - it may appear that demand is going up, but if the number of people requesting training is constant but the capacity to deliver is reduced, we paint a different picture. In TGNC, in Q1 2024 we delivered 220 mentoring sessions. In Q1 2025, we delivered 186. In TG TWR, in Q1 2024 we delivered 99 mentoring sessions. In Q1 2025, we delivered 102. In TG APP, In Q1 2024 we delivered 97 mentoring sessions. In Q1 2025, we delivered only 58. In TG ENR, in Q1 2024 we delivered 42 mentoring sessions. In Q1 2025, we delivered 60. We must also consider the quality of training: In TGNC, in the month of April, we issued seven S1 ratings. It took these students an average of five (4.7) sessions to achieve their rating. We didn't gather statistics for this in my original demand post. In TG TWR, in the month of April, we issued four S2 ratings. It took these students an average of eight (8.25) sessions to achieve their rating, a significant reduction from 14 across 2023. In TG APP, in the months of April and March, we issued three S3 ratings. It took these students an average of 15 (14.6) sessions to achieve their rating, up from 12 in 2023. In TG ENR, in the months of April and March, we issued three C1 ratings. It took these students an average of 23 (23.3) sessions to achieve their rating, a significant increase from 14 across 2023. We must note, however, that none of the radar ratings issued in April and March of this year included fast track candidates - these tend to significantly reduce the average, often requiring only two or three sessions to achieve a rating. Subsequently, we must again take those numbers with a pinch of salt. It is challenging to draw conclusions from this. Our mentoring capacity is down at S3 and S1 - significantly - and we're working hard to address this. But our capacity at S2 and C1 is up - and so is quality. I've not included it in the statistics, but a recent C1 candidate passed with only seven sessions which shows the variety that we see in training, whilst we also see marked improvements in TG TWR. On the whole, I have to say that it feels like demand is increasing and that it's becoming more challenging to mentor - so let's talk about that. Feedback Surveys I've now been able to take some time to review the feedback submissions that people submitted in our Member Retention and Mentor Retention surveys. Many thanks to those that submitted responses already but it's not too late - the surveys are still open and I will periodically return to review feedback. Member retention survey Out of a total of 48 respondents, 65% (31) said that they either stopped controlling, or have never controlled for, events. Of those 31: 58% (18) said that pilot quality influenced their decision, of which eight strongly agreed with the statement. 23% (seven) said that peer competence influenced their decision, of which three strongly agreed with the statement. 32% (10) said that traffic volume influenced their decision, of which five strongly agreed with the statement. 10% (three) said that the way in which events are organised by VATSIM UK influenced their decision, of which two strongly agreed with the statement. 48% (15) said that their availability influenced their decision, of which four strongly agreed with the statement. 35% (11) said that 'something else' influenced their decision, of which six strongly agreed with the statement. Out of all 48 respondents: 52% (25) said that pilot quality caused them to either stop controlling or reduce the frequency of their controlling, of which 12 strongly agreed with the statement. 25% (12) said that peer competence caused them to either stop controlling or reduce the frequency of their controlling, of which four strongly agreed with the statement. 23% (11) said that the traffic volume on VATSIM caused them to either stop controlling or reduce the frequency of their controlling, of which two strongly agreed with the statement. 23% (11) said that the administrative culture in VATSIM UK caused them to either stop controlling or reduce the frequency of their controlling, of which four strongly agreed with the statement. 17% (eight) said that other issues within VATSIM UK caused them to either stop controlling or reduce the frequency of their controlling, of which three strongly agreed with the statement. 46% (22) said that personal issues caused them to either stop controlling or reduce the frequency of their controlling, of which eight strongly agreed with the statement. 63% of respondents (30) left their CID with their submission. Of those, 28 stated that they were happy to be contacted about their feedback. The respondents were comprised of: 21 S1 rated controllers. 10 S2 rated controllers. Five S3 rated controllers. 12 C1/C3 rated controllers. Mentor retention survey Out of 31 total respondents: 55% (17) said that pilot quality stopped them from mentoring, of which four strongly agreed with the statement. 42% (13) said that student quality/effort stopped them from mentoring, of which two strongly agreed with the statement. 19% (six) said that the training process implemented by VATSIM UK stopped them from mentoring. None strongly agreed with the statement. 29% (nine) said that the training culture in VATSIM UK stopped them from mentoring, of which two strongly agreed with the statement. 45% (14) said that the culture in VATSIM UK generally stopped them from mentoring, of which two strongly agreed with the statement. 68% (21) said that personal reasons stopped them from mentoring, of which eight strongly agreed with the statement. Respondents were asked whether they would apply for a staff role, either now or in the future. Of the 31 respondents, 39% (12) said that they would not. Of those who said they would not: 26% (eight) said that they would not because of the culture in VATSIM UK. 19% (six) said that they would not because they did not want to work for the department head for roles they were interested in. 29% (nine) said that they would not because they lacked time to commit to a role. 13% (four) said that they would not want the responsibility. 26% (eight) said that they believed that they lacked the skills or experience to contribute to the role. 61% of respondents (19) left their CID with their submission. All 19 stated that they were happy to be contacted about their feedback. The respondents were comprised of: One S1 rated controller. Seven S2 rated controllers. Nine S3 rated controllers. 14 C1/C3 rated controllers. Summary There are clear trends here. Events and mentoring are seriously hampered by pilot quality issues and I have already raised this with the Region last night. Our plan is to invite some of our neighbours to run their own servers in order to try to present a broad range of evidence to the Board of Governors for their consideration, in the hope that some focus can be given to the issue in the hope of identifying a resolution. We can take some comfort from the fact that the rate at which members are joining VATSIM _appears_ to be slowing. A recent BoG Report suggests that new member registrations have slowed - a graph on page 22 seems to show it best, including a statistic - a 33% reduction in new member registrations per day in Q4 2024. It is believed that the new P0 examination is likely a contributing factor to this. As a DSG, we're also conscious that the culture in VATSIM UK is remarked upon often as a contributing factor for people being less willing to contribute. Thankfully, many of our respondents indicated that they would be happy to receive feedback and we'll begin to approach them directly in the coming days or weeks to understand in more detail how we might change that - culture is a very broad topic which means many things to many people and we can only change things if we understand more. Narrative Feedback A number of those who submitted feedback left comments for the DSG to address. Some of these comments are challenging to address, particularly publicly, for two reasons: commonly, people who leave comments do so anonymously and so we can't follow up with them, or those who have left comments allude to things without providing specifics. We're very grateful for everyone's contribution to these surveys, but our ability to meaningfully implement change is reduced if we don't understand the specifics of what people mean. There are some quick themes which we can address, however: Demotivating delays: A number of respondents comment that they are less interested in controlling now, purely because of the delay in training meaning that they cannot progress to attain other ratings. We're doing everything we can to try to improve the throughput of training, but it's incredibly challenging without sacrificing quality. Peer competence: Many respondents indicated in their feedback submissions that peer competence was of note, specifically at the aerodrome level. We encourage everyone to make use of the feedback system (https://vats.im/atcfb) and rest assured that action is taken on these - more on that below. Bureaucracy/Big Business: A few commentators felt that VATSIM UK was either too bureaucratic or operated too much like a corporate organisation, with a hierarchy that creates a disconnect with the wider membership. In some areas, it's not clear what commentators mean by this, but I have to challenge part of this: several commentors complain that their feedback goes unactioned and yet I can count on one hand the number of occasions in the last 16 months on which someone has approached me to discuss something. I cannot speak for other members of the DSG, but I know that they strive to be as open as I am. My DMs are never closed and I welcome conversations on what we're doing and why and I hope that the publication of statistics related to the feedback surveys we sent demonstrates that. Transparency: A number of commentators left feedback about transparency, either with respect to waiting times or with respect to what the DSG are doing. Minutes of our DSG meetings can be found here and we are working on providing documentation to detail VATSIM UK's expenditure to indicate where people's donations go. I had hoped that any question of transparency about waiting times would be address with my quarterly blog posts; if anyone has questions, please feel encouraged to ask. Initiatives As ever, we're pursuing a number of initiatives to try to improve training capacity in VATSIM UK: Transferees We're acutely aware that a number of people have been brazenly gaming the transfer system, transferring outside of VATSIM UK to pursue a rating, waiting their 90 days and then apply to transfer back in. There is roughly a three month wait to transfer at all ratings and so this method is a shortcut for many. I have spoken with the Region on this matter and obtained their full support. Anyone that we suspect of gaming the system in this way will have their transfer rejected. It is materially unfair that we occupy training places with impatient people, rather than paying diligence to those who have patiently waited in our length queue for training. Only recently, one member has been told that **VATSIM UK will never provide them with ATC Training** for their apparent gaming of the system twice in less than six months and I have the full backing of the region to do this. OBS > S1 Mentoring I held several discussions with the Region recently about the topic of S1's being unable to run Sweatbox sessions. The region were sympathetic and explained restrictions that are in place. FSD is actually more permissive than we thought and I believe that **we now have a solution to permit S1s to mentor using Sweatbox**. Some planning is required but we're on the cusp of really being able to unlock this - watch this space... Moodle Team In order to ensure that we have high-quality content available for our members to support them in their controlling, including after the award of ratings, Will has created a Moodle Team of enthusiastic members who are currently combing our documentation to ensure it's up-to-date. Over time, we'll work on the provision of new courses to provide supplemental training to people on specific areas. We also recognise the need for up-to-date C1 and transferee Moodle courses S3 Syllabus In order to reduce the administrative burden on our S3 mentors, I'm reviewing the syllabus to try to condense a number of elements. For example, currently, discrete boxes exist on the mentoring reports for Basic Service, Traffic Service, Deconfliction Service and UKFIS - quite a lot of writing in quite a lot of boxes when we can meaningfully condense this without losing content. I've drafted this with Will already, we have an agreed new syllabus that simply needs to be documented and rolled out. Exam Grading Criteria Exam grading continues to be an area of some scrutiny - and rightly so. It's important that we mark consistently and fairly. We've agreed a plan of action to document what we mean in each of the grading criteria in more specific detail. Controller Feedback There's been rather a lot of recent conversation - including some narrative feedback within the Member Retention Survey - to the effect that feedback about VATSIM UK's controllers is ignored, or that standards are slipping. This couldn't be further from the truth. Only this week, I've had conversations with four controllers within VATSIM UK - all of whom will, of course, remain anonymous - regarding their controlling. That might stem from a quick conversation to point a mistake out, to following up on feedback or an offer of remedial training where it is warranted. We currently have a variety of controllers receiving remedial training with other offers on the table. Equally, where trends are identified in exam results, those trends are passed to the TGI responsible and that feedback should be cascaded regularly to the mentors in order to ensure that this is addressed in the course of regular training. We've been discussing for really quite some time the implementation of a 'feedback team' to review and address negative feedback. This is still on the list of things to do, but comes with all manner of data protection concerns (how do we give the feedback team the ability to message controllers without giving them an e-mail address?) and tech considerations (I am likely to ask for some changes to how we manage feedback soon) before we can do it. Everyone in VATSIM UK is a volunteer and these things take some time to implement - but I am keen for nobody to be under the false impression that feedback doesn't matter. I will openly admit that we don't action each and every single submission of feedback - a quick scan suggests we receive something like 7 submissions on average per day and the overwhelming majority of these are ATC feedback submissions. We simply lack the capacity to verify the feedback, look for trends and send messages for all submissions, but where we spot patterns or trends, they absolutely are addressed. In Closing ATC Training remans a challenging environment for VATSIM UK to deliver, with high demands on the time of everyone involved. We are, as ever, open to suggestions on how we can improve and I urge people to be courageous and come and have conversations, whether you think we're doing something right, doing something wrong, have suggestions or criticism. I had a very productive meeting with a number of community members some weeks ago which they indicated they found helpful - we are not just saying that we are transparent, we really mean it. Please feel encouraged to speak to me, to Will or to any of my team and we'll be happy to help. Of specific note, if anyone has mentored previously, or has considered mentoring, and a conversation would aid in your return to mentoring, I would be very grateful if people could reach out to me or Will. A number of respondents to our mentor retention survey indicated that they felt they lacked the skills or experience to help; the DSG are all committed to ensuring that we support people who are interested in volunteering and we encourage people to reach out. All the best, Adam

Under 'Other Set', is the 'Auto load last profile on startup' checked or unchecked? If checked, uncheck it and close ES. When you re-open, select the Gatwick SMR again - does it load correctly or as for the location of the sector file?

How did you fix this? I have the same problem at the moment (solved)

Effective 26 May 2025 - 7 June 2025 During the Isle of Man TT, a famous motorcycle race, the Isle of Man attracts a record number of visitors. As a result the airport experiences high levels of traffic and a GMC position becomes necessary. From the 26th of May to 7th June 2025 controllers with an S1 rating may open the following position: EGNS GND (relief EGNS__GND) - 121.305 MHz [Ronaldsway GMC] Ronaldsway GMC is responsible for all aprons and taxiways (except taxiway J which is the responsibility of AIR), issuing IFR clearances and managing the flow of traffic. GMC controllers should familiarize themselves with the GEN section of the ACB, as well as the Apron/Taxiway Restrictions and IFR departure procedures in the ADC section. When Runway 21/03 is not in use, AIR may give GMC approval to cross aircraft across Runway 21/03 without individual coordination. Should Runway 21/03 become active, AIR must immediately inform GMC and suspend the agreement. Setting up Euroscope As the position is not in the sector file, controllers will have to manually add the position to the voice communications list. This can be done by clicking the headphone icon in the top of euroscope and filling in the name and frequency as shown in the screenshot below, then clicking ‘new’. Controllers must also untick 'set active APT by owned sectors' in euroscope general settings, as there is no sector defined in the sector file.

Effective 26 May 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 1 NM of the wreck extending from SFC to 13,100 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) infringes upon the RNAV-1 transitions for London City and Biggin Hill. As such, aircraft will require tactical intervention to route clear of the RA(T): Inbounds via JACKO (subject to London City departures and the status of the Shoeburyness Danger Areas) may be routed through the northern portion of the RMA typically direct ATPEV/OSVEV. Inbounds via GODLU (and JACKO inbounds where a northern routing is unavailable) shall be radar vectored to position through the delegated MC CTA-8 and 3500:5500 section of the Thames RMA - this enables descent from 6000 ft to 4000 ft within the RMA confines. These inbounds can then be instructed to resume own navigation via ATPEV/OSVEV. 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).

Hola! Long time. Your last feedback submission was indeed the 28th July 2024. You'll either need to either blow hotter or colder to solicit more. We discuss automagic feedback periodically, but the problem is that sometimes, there's utter waffle submitted, or things submitted in the wrong name and so on, and we currently have no mechanism to unshare feedback. To that end, the process remains manual for now. A

Hello there, Apologies if this has been mentioned before, but could the feedback be automatically shared with the recipient? My last bit of feedback was in 2024, and I am nowhere near as active as I used to be, but I find that hard to believe that nobody has said anything tepid about my controlling since then. I understand it to be a manual process to share the feedback with the recipient, and I understand why to some degree, but surely a simple profanity filter or reporting function would weed out the probably minute levels of inappropriate and/or 'hurtful' feedback? I shall return to my cave.

On 21st June, VATSIM UK and VATSIM Scandinavia team up for an unforgettable transatlantic trek—"The Northern Gateway." This unidirectional event bridges the Nordic North and the British Isles, offering pilots a scenic and challenging route across the North Atlantic. Depart from the windswept runways of Vágar (EKVG), Keflavík (BIKF), or Akureyri (BIAR), and make your way toward Scotland’s welcoming shores at Edinburgh (EGPH) and Glasgow (EGPF). With full ATC coverage along the way, expect seamless coordination and spectacular views as you descend over rugged coastlines and iconic Scottish landscapes. Whether you’re flying a turboprop or a transatlantic jet, "The Northern Gateway" offers a chance to experience long-haul realism with short-haul charm. An expression of interest will be posted shortly for rostering controllers.

Do remember that this is a nearly 8 year old post so things do change... Feedback: https://www.vatsim.uk/mship/feedback/new VATSIM have removed the option to search for CIDs via name. You'll need to use a mapping tool to get the CID unless the controller uses the CID rather than name for the display in which case it will show when hovering over the position name in your pilot client

This seems an outdated link. I cant find it. I flew tonight from EGLL to Copenhagen and back, UK is absolutely incredible for ATC. So professional and can really deal with high volume of Flight Simmers. Unbelievable service.

Outreach Assistant We are looking to expand the Community team and as such I am pleased to start recruitment for an Outreach Assistant. This role sits within the Community department under the Outreach Manager, and will play a key role in developing a vibrant, welcoming community experience. The Outreach Assistant will be responsible for: Developing our Community Spaces (Discord, TeamSpeak etc); Developing member retention and outreach strategies; Developing our onboarding process for new members; Undertake marketing related activities, including VATSIM UK social media, and the use of our design and brand; Utilisation of our Graphics & Video team; To be considered for this role you must: Be a home member of VATSIM UK; Be a member in good standing; Have a high level of English writing ability; Have a high level of interpersonal skills; Be able to commit a minimum of 6 months to the role; Have the motivation and commitment to see tasks through. A desirable candidate would possess all or some of the following qualities: Experience working within a small team of volunteers; Good communication, administrative and teamwork skills; Motivation to excel in the role and a vision to strengthen the areas you are responsible for; Demonstrate good organisational and planning skills; Experience in good social media practises; Experience in graphic design and video creation; How much time do I need to commit to the role? You must be able to dedicate enough time each week to perform assigned tasks and support the department. The time each week will vary based on your assigned tasks and any special events / key projects. You will be responsible for managing your time effectively to meet deadlines and expectations. What could I discuss in my application to help me be successful? To stand out you may wish to discuss ideas you have for improving member retention, onboarding, engagement or any other aspect of the role. You may also wish to discuss any skills or experience you find relevant. How to Apply Please submit applications by email to jobs[at]vatsim.uk. Please state why you are the most suitable candidate for the position, how you meet any desired attributes and what you can bring to the team. If you wish to discuss any part of this role, please feel free to contact me via Discord. We are not looking for an essay, just a reason why you stand out. We are also not looking for you to be the complete package, the requirements for this role reflect this. As long as you have the ability and willingness to develop in your role we want to hear from you, so please do apply or ask questions! Applications will close at 23:59z on the 20th May 2025. Applications received after this time may not be considered. All applications will be reviewed after this date and everyone will be notified of the outcome in due course. Some applicants may be invited to a short interview style discussion to allow you to further expand on your application.

Version 2025/05 Available ⚠️ You must update your sector file and controller pack to ensure correct sector ownership and sector file identification when controlling. Installation Instructions The pack is compatible with EuroScope 3.2.3.2 which can be downloaded here. You should install in the default 'working directory': \%appdata%\Roaming\EuroScope Please read the README contained within the pack for full details. An installation guide can be found on the VATSIM UK Documentation Site We continue to work with Gergely to test the latest version of EuroScope (3.2.9) However, at the time of writing we cannot guarantee it will be stable. Please keep an eye on Discord announcements for the recommended ES version. New Features Fixes #1015 - Add PDC alias for LL CPT departures by @Will Hinshaw in https://github.com/VATSIM-UK/uk-controller-pack/pull/1016 Use .pdccpt, .pdcecpt, .pdcnecpt to give a PDC to CPT departures on easterlies. Aliases can be previewed using Text Aliases - VATSIM UK Documentation Fixes #1066 - Add Temporary RA (Sheerness) by @quassbutreally in https://github.com/VATSIM-UK/uk-controller-pack/pull/1067 Refer to EG_2025_030 for details. Fixes #1068 - Update fighter control positions by @Lily Unitt in https://github.com/VATSIM-UK/uk-controller-pack/pull/1069 Refer to the latest VATSIM UK vRAF LoA Fixes #1075 - Added VESAN release line (TopSky Map) by @hazzas-99 in https://github.com/VATSIM-UK/uk-controller-pack/pull/1076 Refer to the associate procedure change post Fixes #1032 - New WIP areas by @Patrick Winters in https://github.com/VATSIM-UK/uk-controller-pack/pull/1065 You will see these automatically reflected in the SMR displays Fixes #686 - Updated RDF and replaced AFV-EuroScope Bridge Plugin by @luke11brown in https://github.com/VATSIM-UK/uk-controller-pack/pull/993 TrackAudio now supported in full. Any frequencies that are selected in TrackAudio will now have the reciprocal selection made in the EuroScope comms dialog. RDF settings have been inserted where appropriate. For support on the RDF functions, please refer to the RDF GitHub Fixes #1053 - More Options in Profile Configurator by @luke11brown in https://github.com/VATSIM-UK/uk-controller-pack/pull/1101 LogonDetails.exe has been replaced by Configurator.exe: this adds a GUI to the process, rather than using the command line. Options have also been added to allow users to change some aspects of the pack easily, simply enter the advanced options menu when asked. The app can be ran multiple times to allow users to change options back and forth as they please. However, EuroScope must be closed whilst the app is running. Basic details will be remembered after the first run, so you won't have to enter your name, CID etc. upon every Controller Pack update. Maintenance/Bug Fixes Fixes #1025 - Update Halton (EGWN) Frequency by @Lily Unitt in https://github.com/VATSIM-UK/uk-controller-pack/pull/1054 Fixes #1057 - Fixed iTEC Sector Indicator changing frequency near sector boundary by @Samuel Lefevre in https://github.com/VATSIM-UK/uk-controller-pack/pull/1058 Incorporate CDM 2.2.6 by @luke11brown in https://github.com/VATSIM-UK/uk-controller-pack/pull/1059 Add missing markdown title formatting to Contributing.md by @Lily Unitt in https://github.com/VATSIM-UK/uk-controller-pack/pull/1060 Rename duplicate .08benbo alias. by @Thomas Saunders in https://github.com/VATSIM-UK/uk-controller-pack/pull/1064 Fixes #1070 - Automations: Changelog change check script runs unnecessarily by @Lily Unitt in https://github.com/VATSIM-UK/uk-controller-pack/pull/1071 Fixes #1077 - Add additional French fixes to ASRs by @hazzas-99 in https://github.com/VATSIM-UK/uk-controller-pack/pull/1078 Fixes #1079 - Updated Paris and Reims positions in CPDLC definition by @hazzas-99 in https://github.com/VATSIM-UK/uk-controller-pack/pull/1080 New Contributors @Will Hinshaw made their first contribution in https://github.com/VATSIM-UK/uk-controller-pack/pull/1016 @Thomas Saunders made their first contribution in https://github.com/VATSIM-UK/uk-controller-pack/pull/1064 Full Changelog: https://github.com/VATSIM-UK/uk-controller-pack/compare/2025_04...2025_05 Changes Only Version

2025/05 Released! --- AIRACs: --- 2505: Redrew Tingwall (EGET) Apron Redrew Benbecula (EGPL) SMR & Removed Runway 17/35 Added waypoint UTFAV Added Heli spot 7 at Gloucester (EGBJ) Added Manchester (EGCC) Pier 2 and updated taxiways Updated Elmdon Apron on Birmingham (EGBB) SMR --- Other: --- Procedure Change (2505): Amended agreement display for EGGW/KK outbounds now via UTFAV (was RINTI) Implemented new Paris (LFFF) sectorisation and 'PAR_' callsign prefix Implemented new Reims (LFEE) sectorisation Updated Brest (LFRR) sectorisation Added French low-level APP unit sectorisation for LFRB Iroise (FL195-), LFRN Rennes (FL195-) and LFQQ Lille (FL85-) Added agreement display for Paris TMA outbounds via RATUK and KESAX to Dover, climbing FL260 Updated fighter control positions Bug: Renamed Gal_Tay standing agreement file to Galloway_Tay Removed stands 9A, 10A and 209 at Edinburgh (EGPH) Fixed EGBB airport agreement lines using WCO Enhancement: Updated Stansted (EGSS) Ground Network Updated Edinburgh (EGPH) Ground Network Updated Manchester (EGCC) Ground Network --- Contributors: --- Riccardo Gagliardi Lily Unitt Callum Hicks Maks Ciesielski Craig Howarth

Get ready to rev your engines—aviation-style! Join us for a high-octane event inspired by the legendary Isle of Man TT races. "The TT Triangle" will see controllers lighting up the skies between Isle of Man (EGNS), Liverpool (EGGP), Hawarden (EGNR), and Glasgow (EGPF) in a fast-paced, triangular hop through the UK’s northwest. Whether you're flying VFR or IFR, props or jets, there's a leg for every pilot. Expect full ATC coverage, scenic coastal approaches, and the unique thrill of flying over the worlds most iconic road course. Strap in, throttle up, and carve your path through the TT Triangle—just don't forget your virtual leathers. Controllers please note that this event will be rostered and an Expression of Interest will be posted shortly.

Effective 15 May 2025 Introduction Ahead of the introduction of Free Route Airspace (FRA) in the Reims (LFEE) FIR later this year, France have established a new COP on the border for southbound traffic that has previously routed via RINTI UL10. New COP UTFAV is established and is only available for EGGW and EGKK departures* with RFL350+. RINTI becomes unavailable to all traffic above FL195. Connectivity to UTFAV is enabled by new DCTs: EGKK 08 ODVIK DCT WIZAD DCT UTFAV EGKK 26 MIMFO DCT WIZAD DCT UTFAV EGGW MATCH Q295 BRAIN P44 DAGGA M85 ITVIP DCT UTFAV *In real, there are limited destinations the route is available for (EGKK -> LI** & LD** // EGGW -> LI**, LD**, LA**, LM** and BKPR). However, this does not need to be enforced on VATSIM unless the route is clearly not a sensible one. EGKK - UTFAV EGGW - UTFAV Images reproduced from Airspace Change Proposal ACP-2024-048 vMATS Procedure Deleted text – red and strikethrough. New text in blue. LAC 3 AC Dover LAC 3.3.3.2 External Standing Agreements - Reims UN/UB/HN (FL265+) (excerpt) From AC Dover to Reims UB (FL195-FL345) or Reims HN (FL345+) From Agreement Condition EGKK FL310 Via RINTI UTFAV (Notes 1, 2 & 3) EGGW Eastbound levels FL310 – FL350 Via RINTI UTFAV (Notes 1 & 2) Note 1: Traffic may be presented in the climb to the XFL. Note 2: Traffic is to be presented on track to UTFAV/RUCAC. Note 23: FL290 and FL270 may also be used if FL310 is unavailable. LAC 3.4.4.3 Coordination with Paris & Reims ACCs - Transfer off Control and Communication LAC 3.4.4.3.1 From London ACC to Reims ACC Coordination Point Transfer of Control Transfer of Communications UTFAV RINTI RUCAC ELTEG At or before RUCAC ELTEG MOTOX RUCAC ING At or before RUCAC ING Documentation Status The London (EGTT) vMATS Part 2 will be updated for 2025/06 (June AIRAC). The Agreed Levels Diagrams will be updated to coincide with this change. Revised versions will be available at docs.vatsim.uk/Enroute from the effective date.

Effective 15 May 2025 Introduction and Summary We have agreed several revisions and additions to our Letter of Agreement (LoA) with the French vACC to coincide with their re-sectorisation. In all cases, more generous releases than before have been agreed. Dover Summary Since the Paris sectors are now up to FL265, Paris TMA outbounds will normally be transferred to AC Dover climbing to a maximum level of FL260. Traffic via RATUK UL613 is RFT and RFC with both Paris and Reims after VESAN. All traffic transferred from Reims (i.e. above FL265) is RFT when north of abeam NITAR. Traffic via ABNUR (primarily EGLL inbounds) from Reims is RFD within 10 NM of ABNUR. See also: 2025-05-15- [Enroute] LAC South - New COP UTFAV replaces RINTI at FL195+ Worthing Summary Solent Group inbounds from Brest FIR sector will be RFD to FL130 through Rennes APP's sector, but must not enter the Jersey ORTAC sector without coordination. Northbound traffic from Brest via the DIKRO Box will now be RFT up to 45° (was up to 20°), remaining within the confines of the DIKRO Box. vMATS Procedure Deleted text – red and strikethrough. New text in blue. LAC 3 AC Dover LAC 3.3.3.1 External Standing Agreements - Paris TN (FL265-) (excerpt) From Agreement Condition LFPG, LFPB, LFPT, LFOB, LFOP Maximum FL260 Via RATUK (Notes 1, 2 & 3) LFPG, LFPB, LFPT, LFOB, LFOP Maximum FL260 Via KESAX (Note 2) Note 1: This traffic is RFT upon transfer of communication and RFC with both Paris and Reims on passing (abeam) VESAN. Note 2: Traffic may be presented in the climb to the NFL. Note 3: Fast climbing Paris TMA departures may be transferred from Paris to Reims ACC, who shall then coordinate the aircraft individually with London. Traffic may be presented in the climb to the NFL. Additional Info TopSky users will see a new release line through VESAN display whenever Paris and/or Reims are online: LAC 3.4.4.3 Coordination with Paris & Reims ACCs - Transfer of Control and Communication (excerpt) LAC 3.4.4.3.2 From Reims ACC to London ACC Coordination Point Transfer of Control Transfer of Communications KESAX KESAX 10 NM before KESAX SOSUN SOSUN 10 NM before SOSUN ABNUR ABNUR (Note 2) At or before ABNUR Note 1: All traffic transferred from Reims ACC to London ACC is RFT when abeam NITAR, subject to known traffic. This is in addition to the release procedures specified in 3.4.4.8 below. Note 2: Traffic via ABNUR is RFD within the offering Reims sector within 10 NM of ABNUR, subject to known traffic. LAC 2 AC Worthing LAC 2.3.3.4 External Standing Agreements - Brest FIR Sector (FL255-) (excerpt) From Brest FIR Sector to AC Worthing To Agreement Conditions Solent Group Maximum FL220 lvl REVTU Via ORIST. (Note 1) Note 1: This traffic is RFD to FL130 with Brest and Rennes APP after passing REVTU. AC Worthing must coordinate with Jersey ORTAC sector for any descent below FL200 on the flight plan route via REVTU-ORIST-VEXEN. A direct route from REVTU to THRED avoids the requirement for coordination. Additional Info The green direct route (REVTU-THRED) avoids Jersey ORTAC sector (FL195 and below) as opposed to the red flight plan route for Solent inbounds (REVTU-ORIST-VEXEN-THRED). LAC 2.4.2.9 Coordination with Paris & Brest ACCs - DIKRO Box An area has been designated as shown in Figure LAC-4, within which traffic transferred from Brest Sectors to London AC Worthing is RFC to FL250/RFD to FL260. All northbound traffic is released for turn by up to a maximum of 20° 45°, remaining within the confines of the DIKRO Box. Figure LAC-4 - DIKRO Box Documentation Status The London (EGTT) vMATS Part 2 will be updated for 2025/06 (June AIRAC). The Agreed Levels Diagrams will be updated to coincide with this change. Revised versions will be available at docs.vatsim.uk/Enroute from the effective date.

Effective 15 May 2025 The French vACC have made significant changes to their Paris and Reims sectorisation which have been reflected in a new Letter of Agreement (LoA), effective AIRAC 2505. We have also taken this opportunity to review how the French APP units Iroise, Rennes and Lille are reflected in the sector file and our documentation, as well as a review of release procedures. Please also see these additional posts which relate to this LoA update: 2025-05-15 - [Enroute] LAC South - Revised Agreements and Releases with French vACC 2025-05-15- [Enroute] LAC South - New COP UTFAV replaces RINTI at FL195+ Summary of Changes to Sectorisation The Divisional Flight Level (DFL) between Paris and Reims ACCs is lowered from FL295 to FL265 Paris Control sectors now use the callsign prefix PAR (previously LFFF) Paris North is divided into its three real world constituent sectors, TN, TP and TB, each with its own available position and frequency Reims North is divided into three new constituent sectors, UN and UB (FL265-FL345) and HN (FL345+) An area of airspace south of UTFAV (the new RINTI) is delegated from Paris TB to Reims UB from FL195 to FL265 (this is not drawn on the maps below) ⚠️ Controllers must ensure the sector file is updated to ensure the new positions are identified and the ownership/next sector prediction functions correctly. The following sections are included at the end of this post: Appendix A - Paris Sector Map Appendix B - Reims Sector Map Appendix C - Interface Cross Sections Appendix D - LoA Excerpt Documentation Status The significant number of changes to the London (EGTT) vMATS Part 2 have not been reproduced here. The document will be updated for 2025/06 (June AIRAC). The Agreed Levels Diagrams will be updated to coincide with this change. Revised versions will be available at docs.vatsim.uk/Enroute from the effective date. Appendix A - Paris Sector Map Note: This map does not reflect the area south of UTFAV delegated from Paris TB to Reims UB from FL195-FL265 for climbing EGGW/KK outbounds. Appendix B - Reims Sector Map Note: This map does not reflect the area south of UTFAV delegated from Paris TB to Reims UB from FL195-FL265 for climbing EGGW/KK outbounds. Appendix C - Interface Cross Sections LAC Dover / TC South East French Interface LAC Worthing French Interface LAC West French Interface Appendix D - LoA Excerpt 2.3.3 Reims ACC Sectors The coverage priority (left to right) for the Paris ACC (FL85-FL265) sectors at the interface with London ACC are as follows: Paris TP (FL85-FL265) [SITET / XAMAB / XIDIL] PAR_TP_CTR 128.875 MHz PAR_HPKZ_CTR 129.005 MHz PAR_OPKZ_CTR 127.305 MHz PAR_RPAW_CTR 133.925 MHz PAR_CTR 128.155 MHz Paris TN (FL85-FL265) [SOSUN / KESAX / ABNUR / RATUK / DEVAL / IRKUN] PAR_TN_CTR 135.550 MHz PAR_TNTB_CTR 135.660 MHz PAR_AENB_CTR 135.580 MHz PAR_RPAW_CTR 133.925 MHz PAR_CTR 128.155 MHz Paris TB (FL85-FL265) [RINTI] PAR_TB_CTR 128.275 MHz PAR_TNTB_CTR 135.660 MHz PAR_AENB_CTR 135.580 MHz PAR_RPAW_CTR 133.925 MHz PAR_CTR 128.155 MHz 2.3.4 Reims ACC Sectors The coverage priority (left to right) for the Reims ACC (FL265+) sectors at the interface with London ACC are as follows: Reims North (UN+UB+HN Combined) [All COPs] LFEE_N_CTR 127.555 MHz LFEE_CTR 133.005 MHz PAR_RPAW_CTR 133.925 MHz PAR_CTR 128.155 MHz Reims UN (FL265-FL345) [SOSUN / KESAX / ABNUR / RATUK] LFEE_UN_CTR 133.255 MHz Reims North Reims UB (FL265-FL345) [MOTOX / UTFAV] LFEE_UB_CTR 133.010 MHz Reims North Reims HN (FL345+) [All COPs] LFEE_HN_CTR 132.505 MHz Reims North 2.3.5 Brest ACC Sectors The coverage priority (left to right) for the Brest ACC sectors at the interface with London ACC are as follows: Brest East Low (QS+MS) (FL295-FL355) LFRR_E_CTR 136.000 MHz LFRR_CTR 125.500 MHz PAR_RPAW_CTR 133.925 MHz PAR_CTR 128.155 MHz Brest East High (QU+QI+MU+MI) (FL355+) LFRR_UE_CTR 130.235 MHz Brest East Low Sector Brest J (FL255+) LFRR_J_CTR 132.510 MHz LFRR_W_CTR 127.860 MHz LFRR_CTR 125.500 MHz Brest V (FL255+) LFRR_VK_CTR 124.775 MHz LFRR_J_CTR 132.510 MHz LFRR_W_CTR 127.860 MHz LFRR_CTR 125.500 MHz Brest W (FL255+) LFRR_W_CTR 127.860 MHz LFRR_CTR 125.500 MHz Brest FIR (SFC-FL255, excluding Lille/Rennes/Iroise airspace) LFRR_CTR 125.500 MHz 2.3.6 Lille APP (SFC-FL85) The coverage priority (left to right) for Lille (LFQQ) APP (SFC-FL85) at the interface with London ACC is as follows: LFQQ_APP 126.480 MHz Paris TB 2.3.7 Rennes APP (SFC-FL195) The coverage priority (left to right) for Rennes (LFRN) APP at the interface with London ACC and/or Jersey Control are as follows: Rennes Cotentin (SFC-FL195) LFRN_C_APP 134.200 MHz Rennes North Rennes North (SFC-FL115) LFRN_N_APP 126.950 MHz Rennes South Rennes South (FL115-FL195) LFRN_APP 134.000 MHz LFRR_CTR 125.500 MHz 2.3.8 Iroise APP (SFC-FL195) The coverage priority (left to right) for Iroise (LFRB) APP at the interface with London ACC and Jersey Control are as follows: Iroise FIS (SFC-FL115) LFRB_I_APP 119.575 MHz Iroise APP Iroise APP (FL115-FL195) LFRB_APP 125.860 MHz LFRR_CTR 125.500 MHz

VATSIM UK invites you to our latest VFR event as we cross the Pennines, both ways, between Leeds East and Blackpool! Enjoy the views as you drag your cessna over the mountains. Or perhaps you want to fly higher and faster and take advantage of the RNP at Leeds East, or the procedural ATC at Blackpool.

Hi all! I am please to announce two appointments to the Pilot Training team! @Lewis Hammett returns to the team as our Pilot Training Manager @Riley Casement joins us as our second Initial Flight Instructor alongside Cole Both of them bring the enthusiasm and passion we need to take our training forward. I cannot wait to see where Pilot Training goes! Safe landings ✈️

All, The ATC Training Department is seeking motivated individuals to join our new Moodle Team. This team will support Training Group Instructors (TGIs) with the ongoing upgrade of existing Moodle courses and the development of new training resources. Reporting to the ATC Training Manager, ideal applicants should: Hold at least an S1 rating (We would ideally like a plethora of members across all rating levels) Have recent mentoring experience (Preferred but not essential) Possess good controlling experience at a variety of UK aerodromes Demonstrate strong writing skills and a keen eye for detail Have a genuine interest in improvement and development We encourage applications from all interested members – previous departmental experience is not required! A group introductory session will be held in due course for those selected. To register your interest, please submit a ticket to 'ATC Training', outlining your suitability for the role and what you can bring to the team. Will

Effective 17th April 2025 When Kirknewton Radio is online, the Kirknewton Circuit / Soaring Area (in red in the below figure) becomes active, up to altitude 3700 ft. Edinburgh APC will then route all traffic to avoid the area. Edinburgh APC will pass traffic information to gliders in the area by addressing “Kirknewton Radio” on 121.205 MHz (INT frequency), who will then pass this on their own frequency. Edinburgh APC controllers should remember that, because Kirknewton is a military airfield, they need not provide top-down coverage when Kirknewton Radio is offline. Documentation Status The Edinburgh (EGPH) vMATS Part 2 will be updated at the next release.

All, We are now accepting applications from S1 rated members to mentor at Heathrow. Please see the following extract from the next update to the ATC Training Handbook: S1 rated members may also mentor at Heathrow, at the discretion of the TGI, if they: ● Have no significant negative feedback; ● Have previous Gatwick mentoring experience: ● Have at least 20hrs on Heathrow GND/DEL positions post award of endorsement. There is a minor inconvenience being that S1 members are unable to conduct Sweatbox sessions, although we still believe this change will provide invaluable support to TG Heathrow whilst enhancing the skillset of our S1 members. Interested members should submit a ticket to ATC Training. Will

Good evening, all, In my last blog post, I spoke about how I'd come to the epiphany that not everyone on our OBS > S1 waiting list was waiting for training. For reasons described in that blog post, many people were on our 'waiting' list that were not actually waiting. Many of you will know that I am a man of action and I promptly sought to remedy this. With thanks once again to the legendary @Callum Axon, we now have the capability for prospective controllers to self-enrol on the OBS > S1 waiting list. With the waiting list having moved to our core web platform, away from CTS, we can now manage our waiting list with far more granularity, providing real clarity as to how many people are actually waiting for training. Our 'becoming a controller' page will be updated shortly with information on the new process for joining the New Controller waiting list - any aspiring S1 controllers who are not already on the waiting list should read this new documentation carefully in order to ensure that they join the waiting list correctly - the division cannot be held responsible for any failures to follow this new process. Once this new process has bedded in and we've been able to update the waiting list to remove those people who have already started (or completed!) their S1 training, I'll publicise a small update with some revised statistics. As ever, I remain available for questions, comments or suggestions. All the best, Adam

Hello mate! Long time... The policy is that if people fail to engage, we remove them and they're welcome to come back for a further attempt. The reason that we do this is demand: if we wait forever for people to engage and we just pick them up when they're ready, nothing ever moves - idle members are in control of the progress of our waiting lists and not the department. Demand is high across the division, as depicted by the waiting list numbers above. For myriad reasons, the number of C1/C3 rated controllers who are active, current, eligible to become Division Instructors and interested therein is low. In order to keep the waiting lists for training moving forwards, we prioritise rating training and tend to lean on DIs to provide recurrent training to people. Those needing recurrent training fall into two categories; those returning under GCAP and those who are subject to significant negative feedback. Currently, there are 10 people waiting for the attention of DIs. One of our DI's is currently in another time-zone; two are involved in the running of the department as a whole; one is currently on a break and the other is doing his best. Let me answer one of your questions: the policy for returning controllers is more permissive than for people awaiting rating training. When we offer a training place for someone awaiting rating training, they have only 3.5 days to accept the training place and acknowledge the relevant terms of our handbook. I think it's fair to say that almost five weeks (which is actually when we first reached out to you to offer you a session) is very relaxed in comparison! As far as your suggestion of the focus being statistics is concerned - I implore you to point out to me a place where I have ever reported on the waiting list length for revalidating controllers...

OIly, Although I'm not as clued in as Adam and Will J are, I've looked back through your ticket history to bring myself up to speed with your situation. It's difficult to gauge enthusiasm when interacting with people virtually so the ATC Training staff have to go off the information at hand - if people are slow to respond to tickets and submit training availability then in the absence of any reason being provided we have to assume they are no longer interested. Our Division Instructors have their plates full validating returning, visiting and transferring controllers on top of mentoring for rating upgrades, so we have to prioritise resources accordingly in this day and age. I'll reach out to you privately to see what can be arranged as it would be a shame to see you resigned to the history books😅 Ben