All Activity

After discussion amongst the DSG, it has been decided that UK Visiting Controllers who are only permitted to control Shanwick positions will be exempted from quarterly activity requirements effective immediately. Practically speaking, this means that Shanwick only visitors will not fall inactive on our controller roster. If you believe you meet this requirement and have been erroneously marked as inactive, please get in touch with the Member Services Department via the Helpdesk who will be able to assist you. Oceanic positions are not popular and we recognise that visitors who only control Shanwick are disadvantaged in comparison to home members that retain their Shanwick permissions through controlling UK domestic airspace. As a majority of both home and visiting controllers only control Oceanic positions for events such as Cross the Pond, it was decided that activity requirements and reactivation processes are of little benefit. UK Home Members with a Shanwick Endorsement and Visiting Controllers who can, in addition to Shanwick, control other ‘domestic’ positions within the UK remain unaffected by this change, and they must still obtain 3 hours in a fixed quarterly period in order to remain active on the controller roster.

Effective 21 March 2024 The Rapid Exit Taxiway Echo at Gatwick (EGKK) has closed. A new Rapid Exit Taxiway Echo Romeo has opened, this was updated on our SMRs as below in the prior AIRAC cycle. Controllers should expect most traffic to vacate via Echo until major scenery revisions occur, however both Echo and Echo Romeo have the same rapid exit instructions and transfer to GMC (holding short of Tango). AIR controllers should be wary of traffic that vacates at Echo Romeo with another landing aircraft immediately behind that may vacate via Echo. In such a situation, monitoring the speed of the traffic on 08L is important to decide whether a conflict exists. Documentation Status The Gatwick (EGKK) vMATS Part 2 will be amended at its next revision.

Congratulations 🤩

Please join me in congratualting @Alexander Clover in gaining his C1 tonight. Congratulations, and enjoy.

Embark on an exhilarating journey from Birmingham (EGBB) to the sun-kissed shores of Fuerteventura (GCFV) in our latest joint event, "Island Escape" Departing on May 25th from 1400z to 2000z, this one-way flight promises breath-taking views. Navigate through azure skies, over vast oceans, and land amidst the vibrant landscapes of Fuerteventura. Don't miss this opportunity to experience the magic of flight in the Canary Islands. Departures from Birmingham will be from 1400-1600z. See you in the virtual skies! Event Routing: EGBB-GCFV: ADMEX Y321 PEPIS Q41 SAM M195 LORKU BALDA ABUPI TAKAV VEDOD UN857 TERTO Controllers please note that this event will be rostered, an expression of interest will be posted in due course.

There will be an exam on LON_S_CTR (the blue coloured sector in the image below) on the 24th of April, commencing at 18:30z. The exam is expected to last at least 1 hour and 30 minutes but the exam may end earlier/later, depending on whether the competencies have been sufficiently assessed. A good amount of traffic departing, arriving and transiting though the sector is essential for making the exam a success! Please, no funny business without first speaking to LON_SX_CTR. Pilots wishing to fly to ensure that they are familiar with the pilot guidance for ATC exams. Please wish good luck to the candidate in this post below!

Valid 1100-1800z 20th April 2024 For Cross The Pond Westbound 2024, a split of ScAC North is created, and can be combined with a split of ScAC West. To avoid confusion for pilots and controllers we plan to only open this sector with a Scottish Low also online. However, these sectors can be opened without. ScAC Hebrides - SCO_H_CTR (Relief: SCO_H__CTR) Frequency: 133.680 MHz RTF callsign: Scottish Control Coordination callsign: Scottish Hebrides Top-down responsibility for: Stornoway (EGPO) This sector controls only the "Hebrides" portion of the airspace depicted below. ScAC Hebrides-Central - SCO_HC_CTR (Relief: SCO_HC__CTR) Frequency: 128.675 MHz RTF callsign: Scottish Control Coordination callsign: Scottish Hebrides-Central Top-down responsibility for: None This sector controls the "Hebrides" and "Central" portions of the airspace depicted below. It has priority for the Central airspace from ScAC West or ScAC West-Deancross. Coordination with Adjacent Sectors & Units Standing Agreements Standing agreements to aerodromes still exist (EGPE and EGPF) when ScAC Low is offline, however there are otherwise no standing agreements for these sectors. Splitting Procedure The following sectors should be informed when this position is opened: Shannon NOTA (Upper and Super) ScAC North ScAC West/Rathlin ScAC Deancross Antrim, ScTMA or ScAC Low Reykjavik East sectors (all levels) Affected airfields, if Low is offline Figure 1 - ScAC Hebrides and Central sectors - whilst ScAC Low is online Figure 2 - ScAC Hebrides and Central sectors - whilst ScAC Low offline This procedure does not alter the staffing permissions as defined in the UK Division Policy or GCAP.

Valid 1100-1700z 20th April 2024 A temporary arrangement is permitted to split LAC West during the Cross the Pond. This temporary arrangement allows the Brecon split to be opened with or without the parent sector. 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. AC West - LON_W_CTR (Relief: LON_W__CTR) Frequency: 126.080 MHz RTF callsign: London Control Coordination callsign: AC West Top-down responsibility for: All sub-sectors AC West is the parent position of the West LAG, as published in the London FIR (EGTT) vMATS Part 2. 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. Agreed Levels Controllers are advised to use the "LAC West (North Sheet)" level diagram. The following agreement in addition is the only agreement from AC West to Brecon: To Agreement Conditions Brize Group, EGBB, EGBE FL240 lvl EPACE - Coordination with Adjacent Units, Sectors and Airfields LAC Brecon 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

Effective 20 April 2024 - 1030-1600Z Introduction For Cross The Pond Westbound 2024 we are once again collaborating with our colleagues in the ECFMP (European Collaboration & Flow Management Project) to implement flow control measures aimed at controlling demand at event airfields and overlying area control sectors to improve both the pilot and controller experience. As a Westbound event these measures are with the aim of controlling outbound flow to event destination airfields within the Americas. A reminder at this point that this traffic is strongly discouraged from flying at all due to the additional massive logistical challenges it poses. However, for those that choose to ignore this request, there will be subject to delays and re-routes as coordinated with ECFMP. All non-event traffic which is routing across the Atlantic will be subject to mandatory flow control by ECFMP from 10:30Z. Other measures may be implemented on an ad-hoc basis to control flow and demand elsewhere within the UK and European network. UK FMP At least one of our team will be online as EGLL_FMP / EGLL_A_FMP / EGLL_B_FMP and available in the TeamSpeak channel “UK FMP”. You can contact them via either method. Non-Event Traffic Crossing the Atlantic All non-event traffic intending to route across the Atlantic is subject to mandatory release by UK FMP and a mandatory level cap of FL290 across the ocean. In practice, as this traffic is routing eastbound, its cruise level should be capped at FL280 if departing from the UK. As soon as possible, these flights must be notified to UK FMP by the airport delivery controller or top-down position. The controller shall pass the aircraft callsign, route and a requested take-off time. Please ask the pilot for an estimate of their takeoff time if their flightplan’s takeoff time is unrealistic. Where Area Control is providing a top-down service, UK FMP will attempt to proactively identify and contact non-event traffic to reduce controller workload. The UK FMP will upload the relevant flight information to the ECFMP and put the flight on request. The ECFMP will approve the flight with an ECFMP Slot and once this has been done the UK FMP will: Amend the aircraft flight plan as necessary Inform the pilot of any route/level changes (NB: This is not the ATC clearance) Inform the requesting controller of the release and CTOT. Inform the requesting controller whether a route change or level change has been issued. The requesting controller will: Insert the ECFMP Slot into the EuroScope Departure List Slot field Provide the ATC clearance on the amended route/level (and will not issue clearance contrary) Inform the pilot of the ECFMP Slot and any delay Start the aircraft such that it will depart in the window of -5/+10 minutes relative to the assigned slot. Non-event traffic on affected routes must not be allowed to depart without a departure release from the UK FMP and must depart within the assigned slot window (-5/+10 minutes). If non-event traffic misses its slot then a new slot must be obtained from UK FMP. ATC clearances should not be passed until the UK FMP has confirmed the route with ECFMP as all routes will be amended. Other Flow Control Measures Other flow control measures will be notified in discord in the #flow_measures channel. The UK FMP may remind controllers of important flow measures when issued, subject to their workload. The following flow measures are already agreed (this list will be updated if required) 1 - Traffic from London TMA, Farnborough Group and Severn Group airfields to the Scottish or Belfast TMAs will be capped at FL280 2 - Traffic from Scottish or Belfast TMAs to London TMA, Farnborough Group and Severn Group airfields will be capped at FL270 Controller Handovers Controllers are reminded of the importance of notifying incoming controllers of any and all active flow control measures at controller handover.

Version 2024/04 Available A changes only version is available here. ⚠️ You must update your sector file and controller pack to ensure correct sector ownership and sector file identification when controlling. ❗A small program (Logon Details.exe) is now included in the main ‘UK folder’ This will insert basic user data into all required files, making installing and updating easier than ever! Run this program before opening a profile. Installation Instructions The pack is compatible with EuroScope 3.2.3 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. 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.

Can you shut 26L/08R to make it more interesting? (This is a joke)

Effective 18 April 2024 Fairoaks Information (EGTF_I_TWR) has now been downgraded to Fairoaks Radio (EGTF_R_TWR), hence Aerodrome Flight Information Services (AFIS) should no longer be provided, and instead Air Ground Communications Services (AGCS) should be provided. The frequency remains the same, 123.430.

I can do GMP/GMC at Gatwick!

Nice, I am post nights - so wouldn't mind helping out 🙂

@Max Brokman @James Bradford this isn't the EOI, it will be posted in the next couple of weeks 🙂

Sure, why not... available throughout.

2024/04 Released! --- AIRACs: --- 2404: Changed Fairoaks (EGTF) positon from FISO to A/G Updated Benbecula ATIS frequency Updated Birmingham (EGBB) SMR WIP areas Updated Bristol (EGGD) SMR, added new holds and stand Updated Ronaldsway (EGNS) SMR 2403: Added Coventry (EGBE) 05 stopway and Updated SMR 2401: Updated Stansted (EGSS) VRPs --- Other: --- Bug: Removed danger area EGR612 Arbroath Enhancement: Added Thruxton (EGHO) Heli Aiming Points Removed spaces in danger/restricted area file names --- Many thanks to our contributors this cycle: --- @Luca Kulaga Abdullah Shahid @Christoph Reule @Alice Ford Ben Walker @Oliver Cesarczyk

Having had this discussion, I'd been planning to keep tabs on how many 'infractions' I typically get, and submit them 'en-masse' to the SUPs to help raise awareness of the scale of the issue (which I think was Adam's aim). I didn't think .wallop -ing someone for taxiing the wrong taxiway to the wrong gate appropriate, since by that point they're not impacting anyone else and was probably a genuine mistake (we all make them). Anyway, when I looked into how I'd submit this I see "VATSIM does not have interest in policing petty matters on the network. Issues that are minor violations or personal in nature, should not be reported via this ticketing system. Reports should not be made unless evidence is available & provided to support the allegations." I don't have evidence I told a pilot to taxi left not right. I can't evidence that they went the wrong way. I had a poor pilot ruin my flight earlier, I wrote a lengthy .wallop, sent it - no SUPs online. Directed to the ticketting system, but how can I prove they weren't complying with ATC's instructions and getting in everyone's way and using frequency inappropriately? Feeling frustrated. I want to help raise awareness of the issue but it seems from reading that SUPs don't want to know. P.S. averaging >2 CoC breaches per session so far. And that's just quiet ADC stuff.

As a fairly new S1, I've used .wallop around 4 times with pilots who taxi on their own accord or are not capable of reading back instructions/clearances and then affect other pilots as my time is spent on the pilot issue. I have to say that a Sup has connected everytime, asked again the problem (another type up) and I've left it with them with a comeback of "It's been resolved" with a couple of sentences by the Sup that they've advised to go to observer mode and listen to the frequency or they've disconnected them. I agree from others, a summary of what the Sup has done would help and improve confidence with controllers when requesting a Sup of how it's been dealt with. Voice contact with the Sup would certainly assist (where applicable/language) in quickly passing the info over and then being able to concentrate on the other pilots without them being held up as its others that are affected. If it's quiet, I have no issues in giving advice to new/lack of confidence pilots (as we all started there at somepoint) to boost their confidence and wanting them to keep coming back to VatUK but the general standard when starting on Vatsim needs improvement.

Haha! Hopefully my late night posting proves how serious I am when it's time to say.... available throughout!

I completely agree with everything that's been said so far. Personally I've always been very reluctant to wallop pilots, apart from those egregiously breaking the code of conduct or intentionally trolling, because of the negative perception. We're obviously reliant on there being a good number of knowledgeable pilots on the network to control, otherwise we'd be wasting our time. I'm always conscious that pilot's that are sub-standard today could become consummate pros with a bit of time and practice provided they're not put off flying on the network. Of course that practice doesn't have to be, and sometimes shouldn't be, on the network. I think the reason I'm so hesitant to wallop is because it's seen as something overwhelmingly negative and so I feel using it carries a non-negligible risk of permanently turning pilots away from flying online. The terminology (supervisors, wallop, the standard "I'm one of VATSIM's supervisors..." message etc) are somewhat threatening and you commonly hear of supervisors in relation to them having kicked or banned a pilot which is likely to further intimidate new pilots. I also think there's a bit of a natural power imbalance between controllers and pilots given controllers are essentially there to tell pilot's what to do and to my knowledge the wallop is utilised significantly more by controllers against pilots than the reverse. This makes sense given the high barrier to entry and threshold of capability that controllers are held to but it feeds into a possible perception that supervisors are there to help controllers deal with 'irritating' pilots rather than to help the pilots themselves. Therefore, when a controller mentions that they will or in fact does call a supervisor to help or otherwise deal with a pilot, it would be understandable that the pilot might think they're in trouble and that their vatsim account could in jeopardy. Of course, when a controller wallops a pilot, they often do need a rapid resolution which makes this a difficult problem to solve. Just completely off the top of my head, and I appreciate this can't happen short term so perhaps isn't what you're looking for, but if we're going to be walloping more frequently for smaller issues, maybe there could be an alternative to a wallop? A different command which is broadcast to supervisors but indicates that a pilot isn't causing an urgent and significant problem but just needs assistance that I as the controller might not have time to give while the wallop could remain for the more disciplinary related situations requiring an immediate resolution. This might also help to get away from some of the stigma currently associated with being walloped.

VATSIM UK is pleased to announce their latest event Gatwick Overnighter, join our controllers working the night shift on Saturday 11th May from 2100-0100z and make the most of the ATC as we all come to the end of the work day(or the start, you decide 😉 ). Don't forget to have some coffee to keep yourself awake for the graveyard shift. Controllers please note that this event will be rostered, an expression of interest will be posted shortly.

Yeah, that was my understanding of the term, but as I say, whether that's the way everyone understands it, I'm not always so sure. It's commonly worked into sentences in such a way as to imply the other meaning

This is really interesting. Some great points. I'm not a controller so forgive my six penn'orth. As a pilot I find the behaviour and low competence of some others frustrating and annoying. If all the points above, a couple really strike me as important. First, that wallop is an inherently aggressive term and that maybe Sup, or Help or something similar would be better suited to the situation if we're trying to maintain a positive environment and have a good effect. Second, that supporting your team is a fundamental part of good leadership and I detect a lack of confidence in parts of the Vatsim system in this thread. I'm very glad that Adam is taking a strong lead here, and hope the powers that be take this seriously and act.