By Harry Sugden
Valid 12 May 2021
For the Manchester Midweek Madness event, in order to manage the increased workload in the PC East sector, a temporary arrangement is made to allow for the opening of PC NorthEast/Southeast.
PC NorthEast - MAN_NE_CTR (Relief MAN_EN_CTR)
Frequency: 135.700 MHz
RTF callsign: Scottish Control
Coordination callsign: PC NorthEast
Top-down responsibility for: EGNT, EGNV, EGNM, EGNJ and EGCN
PC NorthEast is responsible for the northeastern portion of the PC East sector, handling traffic in the POL area and out towards the North Sea. Figure 1 below represents this airspace but is only valid for use when PC Southeast is online. Their top-down responsibilities reflect the airspace of this sector in the absence of other controllers.
EGCC Departures transferred to PC NorthEast: DESIG and POL (05s); SONEX and POL (23s)
Other departures transferred to PC NorthEast: EGNT/NV via the P18 (Southbound); all EGNM; all EGCN
PC Southeast - MAN_SE_CTR (Relief MAN_ES_CTR)
Frequency: 134.425 MHz
RTF callsign: Scottish Control
Coordination callsign: PC Southeast
Top-down responsibility for: EGCC
PC Southeast is responsible for airspace up to FL195 in an area to the south of Manchester, as shown in Figure 2 below. This sector is primarily responsible for the streaming of inbounds and outbounds to/from Manchester via TNT and HON respectively, as well as Liverpool traffic via NANTI and East Midlands traffic via TNT.
EGCC Departures transferred to PC Southeast: LISTO and SANBA
Other departures transferred to PC Southeast: EGNX TNT; EGBB LUVUM/TNT
Agreed Levels Diagrams
For PC NorthEast and PC Southeast controllers, the following diagrams are available for use only when PC NorthEast/Southeast is open.
PC NorthEast 2021 03.pdf
PC Southeast 2021 02.pdf
Coordination with Adjacent Units
It is the responsibility of the PC NorthEast/Southeast controller to inform the following controllers when either split is opened:
Manchester ATC Birmingham APC East Midlands ATC PC West AC Daventry All agreements into/out of the airspace of PC Southeast from/to PC West and AC Daventry are reflected in the sector file; these controllers may refer to the Agreed Levels Diagrams above to confirm which controller is expecting particular traffic.
Figure 1 - PC NorthEast - Area of Responsibility
Figure 2 - PC Southeast - Area of Responsibility
This procedure does not alter the staffing permissions as defined in the UK Division Policy or GRP.
By Chad Byworth
Effective 25 February 2021
To correct an omission from the Gatwick vMATS Part 2 controllers should note the following information regarding the Gatwick visual circuit.
To deconflict against Gatwick outbounds routing north of the field and the Redhill Local Flying Area, all Gatwick visual circuits operate to the south of the airfield (ie. Runway 26L/R left-hand, Runway 08R/L right-hand).
The visual circuit operates to a maximum of altitude 1500ft on the Gatwick QNH.
AIR shall notify FIN when the visual circuit is active and coordinate when they wish to extend the downwind leg beyond 4 NM.
The Gatwick vMATS Part 2 will be updated to reflect this change at the next revision.
By Harry Sugden
Effective 22 April 2021
Alongside introducing the capability for more advanced splitting options in AC South, some associated changes are being made to the day-to-day sectorisation. This affects mainly airspace over central London in what’s known as ‘TC Capital’. There are also some minor changes to airspace elsewhere in the sector. A number of agreements are also affected.
Note: This Procedure Change does not introduce any new positions. The airspace of some of our existing sectors is changing, along with some agreements.
Summary of Main Changes
The airspace up to FL215 over central London and to the east of the current high level Worthing-Dover boundary is being transferred from Worthing to Dover. Two portions of airspace on and around the MAY-VATON track are transferred from TC South East to AC Dover. A section of airspace southwest of GWC from FL125-FL175 is transferred from TC South West to AC Worthing. Slight changes have also been made to the AC West and AC Daventry sectors in areas to the north of KENET and KIDLI.
Want to know why? This post talks about the TC Capital airspace and why we’ve decided to change the ownership here in a little more detail.
These changes are represented on the updated Sector Diagrams available for review HERE.
Additionally, the areas that have changed are shaded in red on the following figures:
Figure 1 - New TC South East Sector
Figure 2 - New TC South West Sector
Figure 3 - New AC Dover Sector
Figure 4 - New AC Worthing Sector
A number of agreements are affected by the changes to sectorisation, and there have been two further changes to agreements for EGLF outbounds via OTSID-BIG and Essex/Thames outbounds via LYD.
The draft Agreed Levels Diagrams for 2021/04 are available HERE. Please note that further changes will likely be made before the release date, so it is important to download the final published version.
The changes are available in table format here:
Changes to Agreements.pdf
The most notable changes affect:
EGKK LAM departures - which are now transferred from TC South East to AC Dover (previously Worthing); and Essex inbounds via VATON - which are now transferred from AC Dover (previously Worthing) to TC North East. -----
Tip! If you prefer to visualise things, I recommend opening an existing Agreed Levels Diagram and the new one (linked above) side by side and flicking between them to look at what has changed. For example:
The changes will be reflected in the 2021/04 releases of the UK Sector File, London (EGTT) vMATS, Agreed Levels Diagrams, and Sector Diagrams.
2021-03-25 - Shanwick Oceanic - Introduction of ADS-B Separation Minima and Changes to Communications ProceduresBy Jack Edwards
Effective 25 March 2021
This procedure change highlights only the most critical changes - Shanwick endorsed controllers are strongly recommended to review the latest release of: Shanwick (EGGX) & Gander (CZQX) Oceanic Control Procedures
Previously, ATS within the NAT Region was provided procedurally using position reports. Shanwick and Gander can now utilise space-based surveillance systems such as Automatic Dependent Surveillance (ADS). Communication can be over voice or via Controller-Pilot Datalink Communication (CPDLC) where aircraft equipment allows.
ADS coverage is assumed throughout the Shanwick & Gander OCAs. Simulated ADS-B data and position reports are assumed to be received through the VATSIM network which are then interpreted and displayed by controller clients or relevant plugins.
In the real-world, a series of navigation, communications and surveillance standards are defined in order to enhance the provision of ATS within the shared Oceanic Control Area. These specifications allow for reduced separation standards to be implemented between suitably equipped aircraft pairs as well as reduce the need for voice communications.
On VATSIM, these specifications are simplified and divided into 2 categories:
ADS-B equipped aircraft; Non-ADS-B equipped aircraft (other aircraft). ADS-B equipped aircraft are assumed to:
comply with the requirements and specifications of the Datalink Mandate (DLM); comply with the requirements for Performance Based Communication and Surveillance (PBCS); comply with the requirements for Advanced Surveillance Enhanced Procedural Separation (ASEPS); provide electronic position reports through ADS-C and/or CPDLC. Non-ADS-B equipped aircraft (other aircraft) are assumed to:
not comply with the requirements and specifications of the Datalink Mandate (DLM); not comply with the requirements for Performance Based Communication and Surveillance (PBCS); not comply with the requirements for Advanced Surveillance Enhanced Procedural Separation (ASEPS); not provide electronic position reports through ADS-C and/or CPDLC.
On VATSIM, the requirement for voice position reports is dependent on aircraft equipment code.
ADS-B equipped aircraft – position reports optional Other aircraft – position reports mandatory Note: Aircraft that are not equipped with ADS-B are also considered to not be equipped with ADS-C or CPDLC, which would provide automatic/electronic position reporting functionality.
Note: For some events, it may be necessary to mandate that all pilots do not provide position reports due to frequency congestion
The separation standards are divided into two categories based on ADS-B equipage. In order to apply ADS-B based separation minima between two aircraft, both aircraft must be equipped with ADS-B. Real-world separation minima have been simplified for use on VATSIM.
Note: ADS-B does not allow controllers to assign headings to aircraft as they would in domestic, radar-controlled airspace. It merely allows for more accurate monitoring of aircraft position. The only practical way to intervene in order to prevent a conflict at a late stage is to apply vertical separation.
Lateral Separation on Parallel or Non-intersecting Tracks
19 NM for ADS-B equipped aircraft pairs; 60 NM or 1 degree (subject to gentle slope rules) for other aircraft pairs; Longitudinal Separation (Crossing Tracks Same Direction)
15 NM for ADS-B equipped aircraft pairs; 10 minutes for other aircraft pairs on the same track (can be reduced using Mach-number technique); 15 minutes for other aircraft pairs on crossing tracks; Longitudinal Separation (Crossing Tracks Opposite Direction)
If opposite direction aircraft will occupy portions of tracks that are not laterally separated at the same time then vertical separation must be established at least 15 minutes prior to the closest point of approach for all aircraft. Vertical separation is no longer required once both aircraft have passed each other by: 5NM for ADS-B equipped aircraft pairs; 10 minutes for other aircraft pairs;
Transfer of Control and Communications
Transfer of control and communications is at the receiving sector boundary except:
For aircraft entering the Shannon (EISN) FIR (or NOTA/SOTA) from Shanwick between SUNOT and BEDRA (inclusive): Transfer of Control – sector boundary Transfer of Communications – 1 degree prior to sector boundary
Initial Check in (ADS-B Equipped)
Shanwick Radio, TOMJET124, Santa Maria next, request SELCAL check.
TOMJET124, Shanwick Radio, at 45N contact Santa Maria on 132.075, standby for SELCAL check.
Selcal tone triggered
TOMJET124, SELCAL check OK.
Note: ADS-B equipped aircraft are still required to monitor the frequency until reaching the transfer of communication point specified over voice
This procedure will be incorporated into version 2021 03 of the Shanwick (EGGX) & Gander (CZQX) Oceanic Control Procedures document.
By Chris Pawley
Due to a conflict with a designated worldwide VATSIM frequency, the Stapleford AGCS position is designated a new frequency (122.800 -> 122.825).
This frequency is not documented anywhere except in this forum.
We will endeavour to communicate this via alternative means and remove this post when this has been achieved.