OPERATIONAL BULLETINS IN EFFECT 18 OCT 24
General information: LOP and LoA discrepancies
Several LOP documents are not up to date which means there can be discrepancies between for example LOP TWR and LOP ACC, or between LOP and AIP information. Generally, our LOP documents are based on AIP information, airport regulations, as well as information from controllers or local documents on how the real ATS units operate. In some cases, where we lack solid information, we have made educated guesses to make sure we as VATSIM controllers have a logical procedure to work with.
Where LOP is not up to date, you may find that LOP may refer to navaids, waypoints or procedures that are no longer available according to AIP. At several airports there are also new RNP approach procedures and associated waypoints which can be used to provide direct routings. In these cases AIP data takes precedence. Note that EuroScope data in general should be up to date. If there is a discrepancy between different LOP documents, refer to the last updated document. Use verbal or system coordination between controllers to ensure you have the same understanding.
Where there is a discrepancy between LOP and LoA, the information in LoA takes precedence as this will be more up to date than the LOP, which is based on LoA.
If you find LOP information that is inconsistent with other sources (e.g. AIP, EuroScope data), please report it so we can rectify it or clarify the correct procedure.
Transfer levels from ESMM ACC to ESGG APP
ESMM ACC will give descent clearance to FL160 for traffic via MOXAM/NEGIL with destination ESGG. This means Swedish ACC sectors will transfer all traffic with destination ESGG to ESGG APP descending to FL160 (EKDK still descends its traffic to FL130).
Transfer levels between ESMM L and ESMM 8
Previously, some traffic between ESMM L and ESMM 8 was climbed/descended to FL250/FL260. This has been changed so all traffic between these sectors will now be climbed/descended to FL280/FL290:
- ESMM 8 will give descent clearance to FL290. Since the distance to touchdown at ESMS/EKCH from the ESMM L/ESMM 8 horizontal boundary is quite short, the traffic should be transferred as early as possible with a release for further descent to avoid getting high on profile. If this is not possible due to the traffic situation, ESMM 8 should coordinate a lower transfer level with ESMM L.
- ESMM L will give climb clearance to FL280.
Note: There is no change to traffic from ESMM L to EDWW - this traffic will still be climbed to FL250.
Clearance in uncontrolled airspace for IFR flights
This procedure has been in effect for some years, but so far it hasn't been written in our documentation:
The structure of many of our TMAs means that it is often preferable to let IFR traffic descend through uncontrolled airspace, to avoid level-off above their ideal descent profile. However, in line with current regulations, ATC shall not initiate a clearance that will cause a flight to leave controlled airspace. This means that any clearance that will take the flight into uncontrolled airspace must be requested by the pilot, which ensures that the pilot is aware that the flight will leave controlled airspace.
Procedure for arriving traffic:
- Advise the pilot to maintain FL100 (or other level as appropriate) due to uncontrolled airspace below FL95 until the TMA boundary. This could be worded in different ways to ensure it is properly understood by the pilot, for example "uncontrolled airspace for the next X miles / X minutes / until passing point ABCDE".
- Give traffic information regarding the uncontrolled airspace until the TMA boundary. If there is no reported traffic use the phrase "NO REPORTED TRAFFIC OUTSIDE CONTROLLED AIRSPACE" / "INGEN RAPPORTERAD TRAFIK UTANFÖR KONTROLLERAT LUFTRUM".
- Inform the pilot that clearance for further descent is available on request.
- If the pilot responds by requesting descent, issue descent clearance. If not, the flight must remain within controlled airspace.
Departing traffic: The same rule applies for departing traffic, that ATC is not allowed to initiate a clearance that will take the flight outside controlled airspace. If a pilot requests a direct routing or a level-off that takes the flight outside controlled airspace, such requests can be granted provided the pilot is informed that the flight will leave controlled airspace. Traffic information shall also be issued in the same way as for arriving traffic.
Vectoring: Vectoring may be initiated outside controlled airspace only if the intention is to lead the traffic into controlled airspace.
Note: For IFR flights which are flight planned to leave controlled airspace, i.e. cruise level below CTA or going to/from AFIS airports or other uncontrolled airports, it is assumed that the pilot is aware that the flight will be conducted outside controlled airspace, so for these flights there is no need for the pilot to explicitly ask for clearance to leave controlled airspace.
Change of callsign for APP positions
The term terminal control service/centre (TMC) and the associated callsign "Control" is no longer in use and is replaced by the term approach control service (APP) with callsign "Approach". This means that all APP positions which previously had the callsign "Xxxx Control" are now known as "Xxxx Approach" (exception: ESMS_APP, which is ESMM ACC sector L, will still use the Sweden Control callsign as this is an ACC sector).
This AIC has more information: https://www.aro.lfv.se/Editorial/View/8986/AIC A4-2021
This change will be implemented in our documentation whenever other changes are made but I am not planning to update any documents only for the TMC/APP change.
Spacing of traffic from ESOS ACC to Stockholm APP
There is an error in LOP ESOS ACC where it says that traffic to ESSA/ESSB from ESOS ACC sectors shall be sequenced as one flow with minimum distance 8 NM. This is incorrect, as 8 NM only applies for traffic inbound Stockholm TMA transferred from ESMM ACC sector W/Y to ESOS ACC. LOP ESMM ACC describes this correctly.
The correct minimum distance for traffic from ESOS ACC to Stockholm APP is 5 NM constant or increasing (as with other transfers from ACC to APP/TWR units). The 5 NM spacing is also correctly mentioned in LPM Stockholm TMA.
Implementation of 8.33 kHz channel spacing
Effective from 2100Z on 2 November 2023, we will switch from the old 25 kHz frequency spacing to 8.33 kHz.
Please note that until all LOP documents have been updated, the frequencies listed in LOP may be incorrect. The correct frequencies should be available in ES and AFV. In case of any doubt, please refer to the VATEUD list of approved frequencies: https://fsmine.dhis.org/vateud8/
Which frequencies are changing?
In Sweden, all frequencies except at military airports are changing to 8.33 kHz spacing. Frequencies at ESCF, ESCM, ESDF, ESIA, ESIB, ESPA and ESPE, as well as ESMV and ESNJ will continue to use 25 kHz channel spacing.
In our adjacent FIRs, only EDUU and EKDK (except EKRN TWR) have 8.33 kHz spacing for all their channels. In EPWW, only EPGD APP uses 8.33 spacing. In EDWW, EETT, EFIN, ENOR, EVRR and UMKK 25 kHz spacing is still used for those frequencies that affect Sweden FIR.
LoA updates
In connection with the 8.33 implementation, all LoAs have been updated. Most updates only concern the new frequencies, however, some LoAs also have a few changes to procedures:
- EDWW/EDUU: Updates to release procedures and tactical direct routings.
- EKDK: Changes to Copenhagen ACC sectorisations, as well as other minor changes
- EPWW: Some procedures changed. ESMS/EKCH departures towards EPWW are now climbed to max FL350 and ESMS/EKCH arrivals are descended by EPWW to FL360. Refer to the LoA for further details.
Note that the detailed sector ownership (secondary sectors) is no longer listed in some LoAs to reduce the complexity and ease readability of the document. The ownership setup should be correctly coded in ES/ESE.
The updated LoAs are published on the wiki: https://wiki.vatsim-scandinavia.org/books/loa
Change to ESSA low speed departures
To mitigate the effect of wind, the initial heading for low speed departures has been replaced by an initial track.
The syntax for a low speed departure clearance will now be: (callsign), CLEARED TO (destination), AFTER DEPARTURE TURN RIGHT (or LEFT) TRACK (3 digits), 3000 FEET, EXPECT VECTORING TO (exit point), SQUAWK (code).
The final heading remains a heading.
