2025-11-19 - (Trial) Western Radar

[VATSIM UK Operations]

During the 'Great British Staff Up' event on the 19th of October from 1900z to 2130z, controllers rated C1+ will be able to open Western Radar. 

Area of Operation

Western Radar operates within an area similar to that of AC West, covering from South of the L975 airway to the Southern FIR boundary, and West of the Daventry Corridor and Southern CTA. Its coverage extends from FL100 up to FL195 (or FL245 within active TRAs), or up to the base of Controlled Airspace in areas containing Class A Controlled Airspace.

Western Radar operates on frequency 132.300 MHz. The logon callsign to be used on VATSIM is EGTT_WR_CTR.

Provision of Air Traffic Services

Western Radar provides UK Flight Information Services to aircraft wishing to join, leave, cross or remain outside the Controlled Airspace within the Area of Operation. In the real world, this is usually achieved through addressing the flight plan to EGTTZFZC, or through coordination between local Approach Units/West LAG and Western Radar controllers.

The Area of Operation is solely outside Controlled Airspace, however Western Radar has the authority to provide (and upgrade aircraft to) Radar Control Service whilst they are within Controlled Airspace. This area of operation excludes:

• Danger Areas*
• Managed Danger Areas (when promulgated as active)*
• North Wales MTA
• Cardiff CTR/CTRA*
• Bristol CTR/CTA*

*Western Radar may be able to obtain crossing clearance from the appropriate controlling authority

On VATSIM, Western Radar provides top down coverage to all controlled airfields (except military) situated in Class G airspace and within the Western Radar area of operation. This includes; 

St Mary's (EGHC), Land's End (EGHC), Newquay (EGHQ), Exeter (EGHQ), Westland (EGHG), and Gloucestershire (EGBJ).

Squawk Code Assignment Plan

Western Radar has its own set of squawk codes for identification of traffic. The following table details the squawk ranges available and their uses. 

Interface with Adjacent Area Control Units

Western Radar mostly interacts with AC West during normal operations, but it also interacts with other Area Control Units. On initial contact from an aircraft, Western Radar shall coordinate a Controlled Airspace joining clearance for that aircraft, with the receiving sector. Western Radar shall provide Callsign, joining waypoint with time estimate, and RFL. The receiving sector shall reply with the joining waypoint, an acceptance level, and next frequency. A new CCAMS squawk shall be generated using the UK Controller Plugin.
Once the Western Radar Controller has obtained the joining clearance, they shall pass this clearance in full to the pilot. When passing the clearance to the pilot, the controller shall prefix the phrase:

“[Unit Callsign] clears [Callsign] to join Controlled Airspace…”, for example:

“London Control clears Jersey 6 Charlie Lima to join Controlled Airspace on track DAWLY, climbing FL210.”

“Cardiff Radar clears Logan 6-3 Victor Lima to join Controlled Airspace on track EPACE, at FL160.”

Aircraft may be instructed to climb to their acceptance level before the joining clearance has been passed, provided the clearance has been received from the receiving controller.

When handing aircraft off to the next unit, the Western Radar controller may elect to upgrade the aircraft’s service to Radar Control. If handing off an aircraft outside Controlled Airspace, the controller shall advise that the Radar service has been terminated prior to handoff:

“Gemstone 7-1 Golf, Radar Service terminated, contact London Control on 126.080.”

Inbound traffic shall be transferred to Western Radar descending to, or at, an agreed level subject to individual coordination with the transferring Sector/Unit. Low-level traffic (FL240 or below) may be transferred at cruise level and released for descent subject to any known traffic. These aircraft shall still be flying under a Radar Control Service. Aircraft that are transferred outside Controlled Airspace are not to be transferred by means of a Radar Handover. Instead, a pre-note shall be used, giving the Callsign, routing and current Squawk. These aircraft are to be allocated a new Squawk code that falls within the ranges described in Section 1.3 of this document, in order to facilitate identification.

In addition, Western Radar may coordinate Controlled Airspace crossing clearances with London AC West, or other ATSUs as required. This may be requested by the pilot or initiated by the controller if it is observed that the aircraft will enter a section of Controlled Airspace whilst enroute. When coordinating a crossing clearance, Western Radar shall pass the ATS Route(s) or CTAs to be crossed, the aircraft’s callsign, current Squawk, estimated entry time and expected crossing level, or maximum operating level if the aircraft is operating in a block of airspace, or is expected to still be climbing to its cruise level.

“London Control clears Eastflight 5-1 November Lima to cross Controlled Airspace on track DAWLY, climbing FL170.”

Traffic joining/leaving controlled airspace at GIBSO are induvidually coordinated with AC Worthing (LON_S_CTR). Typically, Exeter departures via GIBSO are cleared to enter controlled airspace climbing FL190 by AC Worthing. 

Interactions with Adjacent Approach Units

Western Radar interacts with many different Approach Units within the UK. These include (but are not limited to):

• Newquay
• Exeter
• Bristol
• Cardiff
• Birmingham
• Bournemouth
• Jersey Control

Most traffic will be operating outside Controlled Airspace and will therefore be operating under UKFIS on transfer to adjacent Approach Units. This shall be conveyed in the aircraft’s tag using notation /BS for Basic Service, /TS for Traffic Service and /DS for Deconfliction Service, within the scratchpad feature of EuroScope. This reduces the need to coordinate the type of service and in the unlikely event that the aircraft decides to downgrade, further coordination would not be necessary.

 

Newquay (EGHQ)

Western Radar interacts with Newquay Radar on a regular basis. All of Newquay’s departures and arrivals fly within the Area of Operation and therefore need to be coordinated.

Departing aircraft shall be pre-noted to Western Radar by Newquay Radar when airborne. The pre-note will include a Callsign, Squawk and Routing. Western Radar shall reply with an acceptance level (typically climbing FL190 or RFL if lower), Western Radar Squawk code and frequency. Any changes in routing must be passed to the pilot as soon as possible.

“[Callsign] accepted climbing FL190, on transfer squawk 3771, frequency 132.3.”

Traffic routing inbound to Newquay shall be cleared to leave Controlled Airspace and have their service downgraded accordingly. Again, this can be detailed in the tag to reduce coordination. Aircraft shall be routed direct to the NQY NDB and descended further. Western Radar may also route aircraft direct to a 10 NM final for the arrival runway, subject to coordination with Newquay Radar. Prior to transfer, Western Radar shall pre-note Newquay Radar with Callsign, Squawk and Estimated Time at the NQY NDB. Newquay will reply with an acceptance level (typically FL100), local Squawk code and frequency.

“[Callsign] accepted descending FL100, on transfer squawk 1732, frequency 133.405.”

The most common routings for aircraft departing Newquay are DAWLY L620, EXMOR N864, and LND. Other routings used are BHD N862, STU M17 (commonly to Dublin/Belfast). Traffic may also file non-standard routings. This will be coordinated by Newquay Radar prior to the aircraft’s departure.

Exeter (EGTE)

Western Radar also interacts with Exeter regularly, providing UKFIS to aircraft joining or leaving Controlled Airspace, mainly traffic routing via GIBSO L620 or off-route traffic routing to STU.

Departing aircraft shall be pre-noted to Western Radar by Exeter Radar when departure is imminent. The pre-note will include Callsign, Routing and Estimated Departure Time. Western Radar shall reply with an acceptance level (typically climbing FL190), new Squawk code and frequency. Any changes in routing must be passed at this point in order for Exeter to inform the aircraft prior to its departure.

Exeter traffic risks entering the Berry Head CTA when routing to/from GIBSO. An airways crossing clearance should be sought from AC West and a maximum level should be agreed. Traffic is not released for turn when inside Controlled Airspace, unless otherwise coordinated with AC West, so as to avoid unknown traffic. Exeter Radar is responsible for obtaining this clearance for its own traffic, and should retain the aircraft until it is back outside Controlled Airspace.

“[Callsign] cleared to cross Controlled Airspace on track GIBSO, not above FL150.”