Jump to content
Sign in to follow this  
Harry Sugden

atc-discussion Common Agreements

Recommended Posts

Harry Sugden

Hi all,

For the benefit of Scottish trainees (at the moment, all 1 or 2 of them), myself, and anyone else who wants to have a read and assign the right numbers, I thought I'd post a few agreed levels that I would consider the most useful. Some of these aren't yet published on a diagram (and where they are on one, some are wrong) which is what makes mentoring someone on Scottish difficult... but this will all be fixed with the re-sectorisation project and its accompanying levels diagrams! :D

I'm just going to include the sector, and any out agreements that are relevant to a Scottish (EGPX/SCO) for that sector. You can then hopefully find the 'in' agreements as well based on those. This is not an extensive list of all the agreements that should, and in some cases already do, exist.

My format is as follows:

    - To SECTOR(, traffic that is...)
        - To/From (LOCATION) via (ROUTE) - (LEVEL) (BY HERE) (CONDITIONS)

Scottish AC West (EGPX_W_CTR)

  • To Antrim
    • To Dublin Group via TRN - FL260 by TRN
    • To Belfast Group via P6/L10/L603 - FL260 by MASOP
    • To CC GP NH NO NM CN via L10 - FL260 10NM before IOM on a HDG on the south side of the L10.
    • To ScTMA via P600 - FL260
  • To Scottish TC West (Galloway)
    • To CC GP NM CN via DCS - FL260 20NM before DCS
  • To Scottish TC East (Talla)
    • To ScTMA via ABEVI/DCS - FL260 by ABEVI
  • To London AC North
    • From PK (RFL310+) via DCS - FL310 by LAKEY/SUBUK
    • From ScTMA (excl. PK) (RFL350+) via DCS - FL350 by LAKEY/SUBUK
    • From AA/AC (RFL290+) via L10 - FL290 by KELLY on a HDG on the south side of the L10
  • To MAN_W
    • From AA/AC (RFL270) via L10 - FL270 on a HDG on the south side of the L10
    • To Midlands Group via L10 - FL270 by KELLY on a HDG on the south side of the L10

Scottish TC West (Galloway) (SCO_W_CTR)

  • To Antrim
    • From PK via P600 - FL100
    • From PF via P600 - FL160 by TRN
  • To Scottish AC West
    • From ScTMA via DCS (GOSAM) - FL250
    • From PH via P600 - FL250
  • To MAN_E
    • To CC GP NM CN via DCS - FL200 10NM before LAKEY

Antrim (BEL_APP)

  • To Galloway
    • To PF via P600 - FL110 by GIRVA
    • To PK via P600 - FL110 by TUNSO
    • To PH via P600 - FL150 TUNSO
  • To MAN_W
    • To GP CC NH NO NM CN via L10 - FL230 by KELLY on a HDG on the south side of the L10
    • From AC (RFL250) via L10 - FL250 by KELLY on a HDG on the south side of the L10
  • To Scottish AC West
    • From AA/AC via L10 - FL250 by IOM positioned on a HDG on the south side of the L10
    • From All via P600 northbound - FL250 irrespective of direction of flight.


  • To Scottish AC West
    • From CC GP NH NO via L10 - FL260 10NM before KELLY on a HDG on the north side of the L10
    • From CC GP and CN - FL240


There are loads more, but they'll be useful and easier to understand on a diagram. In the meantime, the above should be enough for the most regular of traffic we get.

Edited by Harry Sugden

Share this post

Link to post
Share on other sites
Simon Irvine

Where an agreement above overlaps one on the Antrim or Scottish TMA Agreed Levels Diagrams on the Downloads page of the website, the above post is correct.

Share this post

Link to post
Share on other sites

Please sign in to comment

You will be able to leave a comment after signing in

Sign In Now
Sign in to follow this  

  • Similar Content

    • Kilian Thornton
      By Kilian Thornton
      I was wondering if we could reconsider the callsign allocated to the Scottish Sector covering the Strangford CTA and resultantly the Belfast TMA. This callsign is slightly frustrating when logged on as it does not show up on any of the VATSIM online viewers such as VATspy, Vroute, VATASTIC etc. and therefore is difficult to attract any sort of traffic when there is just the Belfast ATIS logged on. There is not much point of logging onto the position other than to surprise pilots going into AA/AC that there is actually ATC on. 
      Is this something we could revisit?
    • Arvid Hansson
      By Arvid Hansson
      To all controllers rostered on LTC/AC positions for the event tomorrow, here is a short briefing post with some key points all controllers should take into account:
      Any changes in availability must be reported as soon as possible to myself or Harry. Weaving together the roster with our current headcount has been somewhat of a challenge and we don't want any last minute surprises! Contrary to the post in the roster thread, there will not be an organised brief tomorrow afternoon. Any updates/further information will be communicated via this thread. Any questions can also be put here or directed to me or Harry directly. Stansted and Gatwick have been designated as the North/South diversion airports. If pilots indicate they're running out of fuel or they're holding past their bedtime, direct them to the nearest of these two airports straight away. No faffing about. Avoid holding aircraft at BRASO unless the BIG stack is or becoming full. It is more efficient to stack swap these aircraft to BIG. The same concept could potentially apply at WCO vs. OCK etc. but the LAM stream will be busier than the rest of the streams by far. Be proactive. Do not accept more planes if your sector is becoming too saturated. Do not blindly accept handoffs without knowing whether the aircraft will fit in your sector. Speak to your feeding sector and have them hold planes if necessary to avoid your own sector becoming a mess. This applies especially to the Clacton and TC East sectors, but all sectors with dense streams must make sure to stream aircraft at reasonable speeds. Don't have your stream at 280kts until reaching the stack. Reconsider all speed restrictions above 250kts when entering TCN/TCS sectors. It is imperative that pilots are able to reach holding speed in a timely manner for the holding to be efficient and consistent. Make sure pilots understand holding speed, do not be afraid to reiterate the speed in knots if they seem to not be fully understanding what they should do. Ask for lower speeds from your feeder if you are being offered planes that are too fast. It is OK and perfectly acceptable, but more importantly safe for departures to stay at 6,000ft for a while. Do not rush their climbs if it will cause unnecessary conflicts. Reiterate the 6,000ft restriction to pilots who sound like they need a refresher, and kindly advise pilots urging you for higher that it is not necessary. Speak to your neighbours! If we have EHAA/LFxx coverage, make sure they are away of how busy we are. Have them put planes on low mach numbers early, introduce MDIs at AMS, CDG, and other nearby airports if absolutely necessary and make sure they stay on top of their streaming game. If they don't, communicate and tell them what you need! Requesting 10-20 miles in trail if required is not unreasonable, and they should be able to accommodate. If we don't end up lucky enough to have neighbouring coverage, don't be afraid to take planes early if you have the capacity. Getting speed control sorted early or even holding planes outside the FIR if required will be a massive help. Use your breaks wisely. Drink water (or a beverage of your choice( @Lewis Hardcastle)) to stay alert and hydrated. Now, some "technical" things:
      Make sure you have the latest sector file (2019/01). I won't link to it here. If you don't know where to find it, kindly withdraw your name from the roster 😉 If you can, please update your Euroscope NavData to cycle 1901. This will ensure you have all new fixes, airways etc. which have been added recently. If you are not sure how to do this, speak to myself, Harry or someone who you think might know for assistance. Take a good look at the roster, make sure you understand and can picture the different splits - especially the LTC splits. Some sectors will consolidate onto TC bandbox, and some onto their parent sector which might look confusing if you don't see the big picture (sometimes they'll just close, though 🙂 ). Add this to your alias file. It includes all holding instructions we will realistically need and will save valuable RT time when pilots don't have the charts up. Do NOT spend unnecessary time trying to verbally give holding instructions more than once. If you need to repeat it, send the alias and be over with it. If you are interested, here are the predicted arrival frequencies from each stack over 30 minute intervals throughout the event (times shown are wheels down times):

      That was all for now. Don't forget that we are here to have fun, let's have a blast tomorrow! 😄
      @Phillip Speer @Callum Axon @Chris Pawley @Fraser Cooper @Matthew Burton @Sebastian Rekdal  @Lewis Hardcastle @Luke Collister @Dale Brooksby @Luke Brown
    • Harry Sugden
      By Harry Sugden
      Hi all,
      If there are any more C1s around to control for Real Ops, your help would be very much appreciated! Coverage on North and West (if we manage to get enough people) will help too - either book in the CTS or pop your name down on the post and we could roster some cover there.
      The more we can split, the more fun it'll hopefully be... at the moment it's just looking like unmanageable stress!
    • Callum McLoughlin
      By Callum McLoughlin
      I have booked LL INTN tomorrow evening between 5-10pm. If anybody would like to join in, perhaps even take FIN and S_APP, you'd be very welcome to. Perhaps it could be a little practice for the overload? I'm happy to swap around too if someone wants a go on N_APP.
      The offer is there, anyway 🙂