Local Procedures Manual - VATSIM...

Local Procedures Manual

Stockholm TMA

VATSIM Scandinavia Local Procedures Manual Stockholm TMA

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© VATSIM Scandinavia 2013 All rights reserved First published May 2006 Re-issued May 2013 (incorporating amendments up to and including No. 6, dated 2 May 2013) Amendments will be published at www.vatsim-scandinavia.org


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0 Preface 0.1 Introduction 0.1.1.1 Purpose The main purpose of the Local Procedures Manual – Stockholm TMA is to provide standardized local procedures for controllers in the Stockholm TMA area. We believe controlling in this area will be made easier with clearly defined local procedures at hand, particularly when it comes to cooperating and coordinating with other controllers. We also hope that this manual will inspire controllers to man other positions than those normally seen online on VATSIM. This manual contains detailed descriptions of each ATC and AFIS position in the area covered by Stockholm TMA, including the TMC/APP positions, and all positions at ESSA, ESSB, ESOW, ESCM and ESSU aerodromes. It should be stressed that this is not intended to be a training manual or a substitute for ATC training. The reader should have a basic knowledge of ATC procedures. However, we have gone into more detail and emphasized some aspects that are either very important to understand for all controllers, or with which many controllers are unfamiliar.

0.1.1.2 Credits Thanks to:

• Martin Loxbo – original version and 2013 re-issue • Daniel Mattson – illustrations for original version • Petter Jakobsson – original appendices • Erik Bodin – 2013 re-issue • Daniel Edvardsson – 2013 re-issue • John Brander – 2013 re-issue of appendices

We would also like to thank the staff at ATS Arlanda, Stockholm ATCC and ATS Bromma, as well as everyone who has assisted in any way in the making of this document.

0.1.1.3 Feedback and contact information If you have any questions, comments or suggestions regarding this document, do not hesitate to contact the authors and/or VATSIM Scandinavia. Email to the Director of Sweden FIR: [email protected] Discussion forum: http://forum.vatsim-scandinavia.org

0.1.1.4 Copyright and use of this document The Local Procedures Manual – Stockholm TMA is intended for the guidance of virtual air traffic controllers within VATSIM Scandinavia. It may not be used for any other purpose unless specifically authorized by VATSIM Scandinavia.

mailto:[email protected]

http://forum.vatsim-scandinavia.org/


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© Scandinavian VACC 2013

0.1.1.5 Suggested programs and files We recommend all controllers to use EuroScope (ES). All required files are available through our website, www.vatsim-scandinavia.org. For intercom, we recommend GVCCS.

http://www.vatsim-scandinavia.org/


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0.2 How to use this manual

0.2.1.1 Document structure This manual consists of two main parts: an Aerodromes section and an Approach and area control section. These parts are preceded by the General part, which includes a general description of the area concerned by this document (Stockholm TMA), and explanations of some key terms and concepts that are necessary to understand in order to make full use of this manual. The Aerodromes part includes a description of each relevant aerodrome located within the area of Stockholm TMA, including the procedures for related ATS units/ATC positions. The Approach and area control part includes a detailed description of the TMA and its sectors, followed by a description of each APP/TMC ATC position and the related procedures. Additionally, there are four appendices:

A. Quick reference diagrams for SA-TWR/DEL for each runway combination B. Quick reference diagrams for TMC for each ESSA runway combination C. Quick reference diagrams for TMC and SB-TWR for each ESSB runway combination D. Additional phraseology examples

0.2.1.2 Content of each section Each aerodrome is described in a similar fashion:

• First there is some short background information about the airport, followed by general information, which is relevant to all controllers involved with the particular aerodrome.

• This is followed by a description of each ATC or ATS position at the aerodrome. Each ATC or ATS position is described in a similar fashion:

• First, the area of responsibility of the position is described along with a working description.

• This is followed by any local or special procedures for that position, and procedures that need explanation for any other reason.

• Then, the coordination/handoff procedures to be used when cooperating with other units is described.

• Where appropriate, this is followed by a paragraph containing radio phraseology phrases and examples.

0.2.1.3 Highlighting of essential paragraphs The most important parts of each chapter have been highlighted by the means of a vertical line in the left margin, as shown next to this paragraph. The highlighted paragraphs are considered the minimum reading required for controllers wishing to provide ATC in Stockholm TMA. This relieves students from having to read the


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entire manual at an early stage. However, all controllers are of course encouraged to read the complete document! The highlighted paragraphs include both information/procedures that should be known by heart (i.e. how to give a normal clearance, which agreed levels to use, etc.) and information/procedures that all controllers should have knowledge of, but may need to look up (i.e. runway combination to use in each situation, clearance to give under less common circumstances, etc.). When more than a few positions are manned it is recommended to read the entire chapter(s) of the position(s) that you will cover. For example, if SA-TWR and GND are open, but no DEL, the controller acting as GND and DEL should be familiar with the entire GND and DEL chapters of this manual. In particular, the paragraphs concerning coordination procedures are important.

0.2.1.4 Format for phraseology parts Each phraseology part may include the syntax for phrases and/or phraseology examples. The syntax is a description of the phrase using the following conventions:

1. Words within brackets ( ) indicate that certain information, such as altitude, a direction or the name of a point, needs to be inserted to complete the phrase, or that another phrase may be used instead.

2. Words within square brackets [ ] are phrases or information which may be omitted when they are not needed, or in some cases optional words.

3. All words that should be spoken as written are in CAPITAL LETTERS. Explanatory words (such as and, or, altitude, code) are written in lower-case letters.

Where appropriate, the syntax is followed by one or more phraseology examples where callsigns, altitudes, squawk codes etc. have been included. In the examples, all words that should be spoken are written in italics. The following conventions are used in the phraseology examples:

1. Letters that shall be pronounced using the spelling alphabet (Alpha, Bravo, Charlie…) are written as words (i.e. callsign S-PN is written as Sierra Papa November).

2. Letters that should be pronounced normally are written as letters (i.e. QNH or VFR). 3. Numbers are written using digits (1, 2, 3…). 4. Names for significant points are not abbrievated (i.e. TRS is written as TROSA). 5. The words decimal, feet, knots, miles, metres and kilometres are written as complete

words (not abbreviations). Example of syntax: (callsign), LEAVE [CONTROL ZONE] VIA (point), (altitude) [OR BELOW], [SPECIAL VFR], SQUAWK (code). An example using this phrase: Sierra Papa November, leave via ÄLVNÄS 1500 feet or below, squawk 5000.


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0.3 Amendment record First edition, 17 May 2006

Amendment 1, 14 June 2006: Updated SIDs 19L, new RWY combination ARR 01R / DEP 08-LT, Appendix C added

Amendment 2, 23 December 2006: Major revision including VFR procedures, coordination/handoffs, ATIS formats, phraseology, editorial changes

Amendment 3, June 2007: Callsign for ACC changed to “Sweden Control” new frequency for ESSA TWR, parallel operations ESSA, ESOS-2/8, voice ATIS

Amendment 4, April 2010: Recommended programs, RNAV STARs, SIDs revised, ESCM updated

Amendment 5, April 2011: Name change to VATSIM Scandinavia, reduced separation, OW-APP, ACC procedures moved to LOP

Amendment 6, May 2013: NILUG STAR, ESKB withdrawn, Operational sub-sectors added, new sector layouts, ESSX ATZ added, ESSA stands revised, ESOS sectors revised, minor revisions


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0.4 Table of Content 0 Preface ............................................................................................................... 3

0.1 Introduction ................................................................................................................. 3 0.2 How to use this manual ............................................................................................... 5 0.3 Amendment record ...................................................................................................... 7 0.4 Table of Content .......................................................................................................... 8

1 General ............................................................................................................... 9 1.1 Definitions and explanations ....................................................................................... 9 1.2 Area description ......................................................................................................... 15

2 Aerodromes ..................................................................................................... 17 2.1 ESSA – Stockholm/Arlanda ...................................................................................... 17

2.1.1 General ............................................................................................................... 17 2.1.2 Arlanda Clearance Delivery (DEL) .................................................................... 19 2.1.3 Arlanda Ground (GND-N, GND-W, GND-E) ................................................... 22 2.1.4 Arlanda Tower (TWR-W, TWR-E, TWR-S) ..................................................... 27 2.1.5 Voice ATIS ........................................................................................................ 32 2.1.6 Operations with less than all positions open ...................................................... 33

2.2 ESSB – Stockholm/Bromma ..................................................................................... 34 2.2.1 General ............................................................................................................... 34 2.2.2 Bromma Ground (SB-GND) .............................................................................. 35 2.2.3 Bromma Tower (SB-TWR) ................................................................................ 38 2.2.4 Bromma Information (SB-AFIS) ....................................................................... 41 2.2.5 Voice ATIS ........................................................................................................ 42

2.3 ESOW – Stockholm/Västerås .................................................................................... 42 2.3.1 General ............................................................................................................... 42 2.3.2 Västerås Tower (OW-TWR) .............................................................................. 43

2.4 ESCM – Uppsala ....................................................................................................... 46 2.4.1 General ............................................................................................................... 46 2.4.2 Uppsala Tower (CM-TWR) ............................................................................... 47

2.5 ESSU – Eskilstuna ..................................................................................................... 53 2.5.1 General ............................................................................................................... 53 2.5.2 Eskilstuna Information (SU-AFIS) .................................................................... 53

3 Approach and area control ............................................................................. 56 3.1 General ....................................................................................................................... 56

3.1.1 Airspace structure ............................................................................................... 56 3.1.2 Agreed levels ...................................................................................................... 56 3.1.3 Sectors ................................................................................................................ 57

3.2 Position descriptions .................................................................................................. 66 3.2.1 General ............................................................................................................... 66 3.2.2 ARR-E and ARR-W ........................................................................................... 70 3.2.3 DEP .................................................................................................................... 72 3.2.4 DIR ..................................................................................................................... 72 3.2.5 APP-S ................................................................................................................. 74 3.2.6 ACC .................................................................................................................... 76 3.2.7 ESSA runway combinations ............................................................................... 77 3.2.8 Operations with less than all positions open ...................................................... 83 3.2.9 Phraseology ........................................................................................................ 84

4 Abbreviations/Glossary .................................................................................. 87 5 Appendices ...................................................................................................... 91


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1 General

1.1 Definitions and explanations This section defines and explains some terms and concepts that are necessary to understand in order to make full use of this manual. Some definitions are specific to Swedish airspace, while others are more widely applicable. Many terms are not explained here; this section focuses on those concepts with which not all controllers are familiar, but also includes some of the most essential terms that need to be understood by all controllers. Note: Some definitions have been modified and/or simplified compared to the “real-world” definitions. Aerodrome Flight Information Service (AFIS) AFIS is provided by AFIS units, which provide pilots with information regarding traffic, meteorological and aerodrome conditions at some non-controlled aerodromes. AFIS units will not issue ATC clearances and do not maintain separation. However, AFIS units relay ATC clearances from ATC units. AFIS units shall also suggest runway for take-off and landing, and suggest arriving VFR traffic to hold at a published holding point if required. At some AFIS aerodromes, a traffic information zone (TIZ) and/or traffic information area (TIA) is established. Aerodrome Traffic Zone (ATZ) An uncontrolled airspace established around an aerodrome to protect aerodrome traffic. Flight within an ATZ is only permitted in connection with take-off or landing at the aerodrome concerned. Air Traffic Control Service A service provided for the purpose of:

• Preventing collisions: • between aircraft, and • on the manoeuvring area between aircraft and obstructions, and • expediting and maintaining an orderly flow of air traffic

Air Traffic Service (ATS) A comprehensive term including ATC, FIS and AFIS. Note: The term ATS also includes other services not relevant to simulation.


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Airspace Classes ATS airspace is classified in class A through G. Class A-E is controlled airspace and Class F and G is uncontrolled airspace. In the area concerned by this document, only Class C and G airspace is used.

Class Type of

flight

Separation provided

Service provided

VMC visibility minima

Speed limitation

Radio communication

requirement

Subject to an ATC

clearance

C IFR All aircraft

ATC

Not applicable Nil Continuous two-

way Yes VFR VFR from

IFR/ All aircraft*

8 km >FL100 5 km <FL100**

250 KIAS <FL100

G IFR

Nil FIS Not applicable 250 KIAS

<FL100 No, except with

AFIS in TIZ/TIA No VFR 8 km >FL100

5 km <FL100** Table 1.1 *During darkness all aircraft are separated **During darkness 8 km Approach Control Service Air traffic control service for arriving or departing controlled flights. Area Control Centre (ACC) A unit that provides area control service within its area of responsibility. Area Control Service Air traffic control service for controlled flights in control areas. Area Navigation (RNAV) A method of navigation which permits aircraft operation on any desired flight path. ATS Route A specified route designed for channelling the flow of traffic as necessary for the provision of ATS. Automatic Terminal Information Service (ATIS) An automatic broadcast of current, routine meteorological and aerodrome information to arriving and departing aircraft. Note: The above is the “real-life” definition of ATIS and is provided for information purposes. On VATSIM, ATIS also has the purpose of displaying the voice server and channel information for each controller, as well as any other information that the controller sees fit. Control Area (CTA) A controlled airspace extending upwards from a specified limit above the ground. Control Zone (CTR) A controlled airspace extending upwards from the ground to a specified upper limit. In Sweden, all controlled aerodromes are located within a CTR. It follows that all aircraft within a CTR is subject to ATC clearances. Generally the aerodrome control tower (TWR) is responsible for the CTR.


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Controlled Aerodrome An aerodrome at which air traffic control service is provided to traffic on the manoeuvring area and to all aircraft in the vicinity of the aerodrome. Controlled Airspace An airspace within which air traffic control service is provided to IFR and VFR flights in accordance with the airspace classification. Expected Approach Time (EAT) The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for a landing. Flight Information Service (FIS) A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. Instrument Meteorological Conditions (IMC) Meteorological conditions less than the minima specified for VMC. Only IFR and Special VFR flights may operate in IMC. Manoeuvring Area That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. Minimum Sector Altitude (MSA) The lowest altitude which will provide a minimum clearance of 1000 ft above all obstacles in an area within a sector of a circle with 25 NM radius centered on a radio navigation aid. Minimum horizontal radar separation The minimum horizontal radar separation is 3 NM below FL200. Minimum vectoring altitude The minimum vectoring altitude provides 1000 ft separation to all obstacles. An IFR flight may not be radar vectored at an altitude lower than the minimum vectoring altitude. The minimum vectoring altitude shall be either the area minimum altitude (AMA), the minimum sector altitude (MSA), or the minimum altitude established for the radar vectoring area. Minimum vertical separation The minimum vertical separation (except in CTR) is 1000 ft, except between VFR aircraft below the transition altitude; the required separation in that situation is 500 ft. In CTR, the minimum vertical separation is 1000 ft for IFR and Special VFR flights. VFR flights are separated from other flights by 500 ft. Note: VFR flights are only separated during darkness. Special VFR flights are separated during darkness and whenever the visibility is below VMC minima.


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Movement Area That part of an aerodrome consisting of the manoeuvring area and the aprons. Non-Radar Separation The separation used when aircraft position information is derived from sources other than radar (e.g. position reports). Radar Separation The separation used when aircraft position information is derived from radar sources. Runway Visual Range (RVR) The distance over which the pilot of an aircraft on the centre line of a runway can see the runway markings or runway lights. Special VFR Flight A VFR flight cleared by ATC to operate within a control zone in IMC, but not below 1.5 km visibility. When the visibility is below 5 km during daylight or 8 km during darkness, Special VFR flights are separated from all other flights using the same separation minima as for IFR flights. Note: Special VFR flights may only operate in control zones. Standard Instrument Arrival (STAR) A designated IFR arrival route linking a significant point, normally on an ATS route, with a point from which an instrument approach procedure can be commenced. Standard Instrument Departure (SID) A designated IFR departure route linking the aerodrome or a specified runway of the aerodrome with a significant point, normally on an ATS route. Note: All SIDs in Sweden are runway specific. Terminal Control Area (TMA) A controlled airspace extending upwards from a specified limit above the ground, located in the vicinity of one or more aerodromes. Terminal Control Centre (TMC) A unit which provides area control service and approach control service within a TMA. Note: In Sweden, all APP units are TMC units. Transition Altitude (TA) A fixed altitude at or below which the vertical position of an aircraft is expressed by reference to altitudes, i.e. the altitude at or below which the aircraft’s altimeter shall be set to indicate QNH. Transition Layer The airspace layer between the transition altitude and the transition level.


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Transition Level (TL or TRL) The lowest flight level available for use above the transition altitude. The transition level changes depending on the air pressure (QNH). For one TMA there can only be one single transition level. In other words, the lowest QNH in the TMA sets the transition level for the whole TMA. Traffic Information Zone (TIZ) An uncontrolled airspace extending upwards from the ground to a specified upper limit, where traffic information is provided by an AFIS unit. All aircraft within a TIZ must establish radio contact with the appropriate AFIS unit. At aerodromes where there is both TWR and AFIS (during different times of day), the TIZ normally coincides with the CTR. Traffic Information Area (TIA) An uncontrolled airspace extending upwards from a specified limit above the ground, where traffic information is provided by an AFIS unit. All aircraft within a TIA must establish radio contact with the appropriate AFIS unit. At aerodromes where there is both TWR and AFIS (during different times of day), the TIA normally coincides with the TMA. Visual Approach An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. In Sweden, a pilot must report “field in sight” before being cleared by ATC to commence a visual approach. A pilot reporting “field in sight” will be interpreted by ATC as a request to make a visual approach. Visual Meteorological Conditions (VMC) Meteorological conditions equal to or better than specified minima. The following values may be used as a rule of thumb for VMC minima:

Light conditions

Minimum visibility

Minimum cloud ceiling*

Daylight 5 km 1000 ft Darkness 8 km 2000 ft

Table 1.2 *Ceiling: more than half the sky is covered by cloud (i.e. BKN or OVC). Note: The VMC minima are different in different airspace classes and during daylight/darkness. See Airspace Classes. Wake Turbulence Categorization Wake turbulence separation minima is based on the weight categories listed below:

• LIGHT, L: Aircraft with MTOW of 7,000 kg or less • MEDIUM, M: Aircraft with MTOW of between 7,000 and 136,000 kg • HEAVY, H: Aircraft with MTOW of 136,000 kg or more • SUPER (J): Aircraft type A380-800

Note: For wake turbulence separation purposes, B757 is treated as HEAVY, even though it belongs to the MEDIUM category.


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Wake Turbulence Separation Minima For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category L or M departs behind an aircraft in wake turbulence category H, or when a L category aircraft departs behind a M or H category aircraft. For an aircraft in category H, 2 minutes separation (3) is applied when departing behind an aircraft in category J. For an aircraft in category L/M departing behind an aircraft in category J, minimum 3 (4) minutes separation is applied. On final approach, the wake turbulence separation minima listed in Table 1.3 applies.

Preceding aircraft

Following aircraft

Separation

J H 6 NM J M 7 NM J L 8 NM H H 4 NM H M 5 NM H L 6 NM M L 5 NM

Table 1.3


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1.2 Area description 1.2.1.1 General description Stockholm TMA ranges from the FIR border to Finland, in the east, to Västerås (ESOW) and Katrineholm (ESVK) in the west. To the north, it stretches to Hammar (HMR) VOR. To the south, it borders Östgöta TMA, close to Skavsta (ESKN) and Trosa VOR (TRS). The TMA itself starts at an altitude of between 1200 ft and FL65; the altitude is different in different sectors, being lower closer to the busier airports and higher in the outskirts of the TMA. The TMA reaches up to FL95, where it meets the floor of the Suecia CTA. The area is dominated by Stockholm/Arlanda airport (ESSA), by far the largest airport in Sweden. Only 18 NM from ESSA is Stockholm/Bromma, Stockholm’s city airport. There are two other controlled airfields in the area: Stockholm/Västerås (ESOW) and Uppsala (ESCM); in addition there is Eskilstuna (ESSU), which is an AFIS airport. There are also plenty of VFR fields in the area. Traffic flows into and out of the area from mainly four directions: south/southwesterly (via DKR, NOSLI , TRS and NILUG), westerly/southwesterly (via ARS and ELTOK), northerly (via HMR and RESNA), and easterly (via NTL and XILAN), with most of the traffic from the southerly/westerly directions.


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1.2.1.2 Position list VATSIM

name Radio Callsign Frequency Code Remarks

Stockholm ACC ESOS_CTR Sweden Control 118.400 ESOS-1 If other sectors closed ESOS_2_CTR Sweden Control 133.700 ESOS-2 TRS, NILUG

- Sweden Control (combined with other

sector) ESOS-4 HMR, RESNA

ESOS_6_CTR Sweden Control 132.475 ESOS-6 BABAP, NTL, XILAN ESOS_7_CTR Sweden Control 118.275 ESOS-7 DKR, NOSLI, TINKA ESOS_8_CTR Sweden Control 129.175 ESOS-8 ARS, ELTOK, KOGAV Stockholm TMC ESSA_E_APP Stockholm Control* 126.650 ARR-E TMA sector E ESSA_W_APP Stockholm Control* 123.750 ARR-W TMA sector W ESSA_DEP Stockholm Control** 124.100 DEP Departure ESSB_APP Stockholm Control* 120.150 APP-S TMA sector S, ESSB ESSA_F_APP Stockholm Arrival 120.500 DIR Final director Stockholm/Arlanda (ESSA) ESSA_W_TWR Arlanda Tower 118.500 TWR-W W RWY, CTR sector W ESSA_E_TWR Arlanda Tower 128.725 TWR-E N RWY, CTR sector E ESSA_S_TWR Arlanda Tower 125.125 TWR-S E RWY ESSA_W_GND Arlanda Ground 121.700 GND-W W RWY ESSA_E_GND Arlanda Ground 121.975 GND-E E RWY ESSA_N_GND Arlanda Ground 121.925 GND-N N RWY ESSA_DEL Arlanda Clearance Delivery 121.825 DEL Stockholm/Bromma (ESSB) ESSB_TWR Bromma Tower 118.100 SB-TWR CTR ESSB_GND Bromma Ground 121.600 SB-GND ESSB_I_TWR Bromma Information 118.100 SB-AFIS TIZ (AFIS!) Stockholm/Västerås (Hässlö) (ESOW) ESOW_TWR Västerås Tower 130.600 OW-TWR CTR, TMA sector ESOW Uppsala (Ärna) (ESCM) ESCM_TWR Uppsala Tower 119.200 CM-TWR CTR, TMA sector ESCM Eskilstuna (Kjula) (ESSU) ESSU_I_TWR Eskilstuna Information 126.850 SU-AFIS TIZ (AFIS!) ATIS frequencies ESSA_ATIS Arlanda ATIS 119.000 - “voice ATIS” ESSB_ATIS Bromma ATIS 122.450 - “voice ATIS”

Table 1.4 Note 1: For brevity, the names listed under Code will be used throughout this manual. The prefix and/or suffix (SB, E, W etc.) will only be used when needed to identify a specific position. Otherwise generic names (DEL, GND, TWR, TMC, APP etc.) will be used. Note 2: Normally, only the positions in bold face will be opened, which means, for instance, that ARR-E will cover the whole TMA (using ESSA_APP as callsign), and TWR-W will handle all three runways (using ESSA_TWR as callsign). Additional positions may be opened if required. For detailed information, see the chapter in this manual concerning the relevant position. Note 3: Due to software limitations, frequencies that end with 5, e.g. 121.925 cannot be used. Instead replace the 5 with a 0, e.g. 121.920. * Sometimes referred to as “Approach”. ** Sometimes referred to as “Departure”.


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2 Aerodromes 2.1 ESSA – Stockholm/Arlanda

2.1.1 General Note: This chapter includes information that is relevant to all controllers working at ESSA.

2.1.1.1 About the airport In 1946, the Riksdag (the Swedish parliament) decided that a new large airport for the Stockholm region was to be constructed at the lake Halmsjön, approximately 40 kilometres north of Stockholm city. Construction began in 1952, but due to a strained budget, only a crude concrete runway was built. The first aircraft landed at the airfield in 1954, but the field was rarely used. A few years later, the “Halmsjö runway” was reconstructed and is now a part of taxiway X. Runway 01/19 (now 01L/19R) was finished in 1959 and the airport – now christened Stockholm-Arlanda Airport – was opened for scheduled traffic. However, the airport was not officially opened until 1962, when all international traffic was moved to Arlanda from Bromma. In 1976, the new International terminal (now Terminal 5) was opened, followed by Domestic 1 (now Terminal 4) in 1983 and Domestic 2 (now Terminal 2) in 1990. The latest addition to the terminals is the F Pier which was opened in 2002. In 2003, a third runway, 01R/19L, was opened. This runway is the first and only ILS CAT III certified runway in Sweden. Stockholm-Arlanda is by far the busiest airport in Sweden, and the 22nd busiest in Europe in terms of passengers (2012 figure). In 2012, 19.6 million passengers used the airport, and there were 103 700 landings. Around 15,000 people work at the airport. In 2001, a new control tower replaced the old one, which had been in use since 1964. It is 83 metres tall and is one of the most advanced control towers in the world. Around 60 ATC staff work in the tower, of which around 50 are controllers and 10 are assistants. Nine work positions are located at the top floor (2 TWR, 3 GND, 1 DEL and manager/support positions). On the floor below there is an observation deck and the “ramp tower”, which is responsible for gate allocations.

2.1.1.2 Runway usage Runway configuration is determined by a number of factors, including wind direction, weather conditions, traffic density, time of day and runway conditions. See table 2.1. At Stockholm-Arlanda parallel runways are used at “peak” traffic, which means that at least 56 movements per hour are expected (in practice this normally occurs on weekday mornings and late afternoons/evenings). On VATSIM we rarely get this amount of traffic, so peak configuration may be used if the controller finds it desirable due to the traffic situation. However, “off-peak” configuration should normally be used.


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The table below shows the preferred runway combinations in peak, off-peak and night conditions. Appendix A contains more detailed information regarding runway combinations to be used in each situation.

Wind direction Peak Off-peak Night 170°-280° ARR19L/DEP19R ARR26/DEP19R ARR26/DEP19L-

NIGHT 280°-350° ARR01R/DEP01L During VMC:

ARR26/DEP01L During IMC: ARR01R/DEP01L

During VMC: ARR26/DEP01L During IMC: ARR01L/DEP01L

350°-100° ARR01R/DEP01L ARR01L/DEP08-LT ARR01L/DEP08-LT 100°-170° ARR19L/DEP19R ARR19R/DEP08-RT ARR19R/DEP08-RT

Table 2.1 Note 1: Night time is between 2200 and 0700 local time. Note 2: DEP08-LT and DEP08-RT refer to the turn direction: LT for left turn (Lima) SIDs and RT for right turn (Romeo) SIDs. Note 3: Landing runway 08 and take-off runway 26 may only be used when required by meteorological or other conditions (such as a runway closure). Note 4: During night time runway 19R is not available for departure, except for performance reasons. Between 2300 and 0600 local time, landing on runway 01R is not allowed. Note 5: Runway 26 is normally not used for landing when the crosswind component is 15 knots or more. Instead use another appropriate landing runway for the wind direction and traffic conditions. Note 6: When the wind is relatively calm (< 5 kt), the recommended runway configuration is ARR26/DEP19R (ARR19R/DEP08-RT during night time). However, the most convenient runway configuration should be used, considering weather forecasts, traffic conditions, etc. Note 7: Other runway combinations, including single runway operations, may be used when required. See Appendix A.


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Figure 2.1

2.1.2 Arlanda Clearance Delivery (DEL)

2.1.2.1 Position description DEL issues departure clearances and approves engine start-up (but not pushback). It is important to remember that DEL is responsible for issuing correct clearances. If in doubt, consult with the other controllers which clearance to give. DEL also gives instructions regarding which GND frequency to contact for pushback/taxi. If traffic density is high, several GND positions can be opened, covering different parts of the airport, so it is important that the correct frequency is given.

2.1.2.2 TMA exit points All IFR departures from ESSA and Stockholm TMA shall be flight planned via one of the following TMA exit points: KOGAV, RESNA, NTL, BABAP, TRS, NOSLI, DKR, ARS

2.1.2.3 Standard Instrument Departures (SIDs) All SIDs at ESSA are FMS/RNAV SIDs. Basically, this means that the aircraft needs an FMS (which is updated with the latest procedure database) in order to fly a SID at ESSA. Because not all aircraft are FMS equipped, there are instructions on the SID charts for aircraft that are unable to follow FMS/RNAV SID.


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On the SID charts it is stated that the initial climb clearance is to 5000 ft unless otherwise specified. This means that the altitude will normally not be included in the clearance. Note: If you suspect that a pilot is not aware of the 5000 ft restriction, or if it seems that a pilot has misunderstood a clearance, do not hesitate to clarify. Which SIDs to use depends on the runway configuration. Runway 08 and 19L have several sets of SIDs:

• When runway 08 is the departure runway, left turn (SID name ends with L – Lima) is used if runway 01L is the arrival runway, and right turn (SID name ends with R – Romeo) is used if runway 19R is the arrival runway. This is to reduce the risk of conflicts with arriving traffic.

• When ARR19R/DEP19L-E is in use Q SIDs (e.g. ROKNI 4Q) shall not be used, as that can cause conflicts in a missed approach situation. Instead use E SIDs (e.g. ARS 4E). There are no E SIDs to KOGAV and RESNA, so departures via these points will be cleared via ARS E SID for vectoring to KOGAV/RESNA.

• During night time a mix of Q and E SIDs are used when departing runway 19L (ARR26/DEP19L-NIGHT and ARR19L/DEP19L-NIGHT).

• Check Appendix A for full details on which SIDs to use with each runway combination.

When ARR19L/DEP19R (peak) is used, departures towards NTL/BABAP will be vectored due to possible conflicts with missed approaches if SIDs are used. Clearance will be given to climb on track 186 to 2500 ft, then left turn climbing to 5000 ft to NTL, and maximum speed 205 kts until established on track to NTL. BABAP departures will be vectored towards BABAP.

2.1.2.4 Low speed departure routes During daytime (0700-2200 local time) most propeller driven aircraft are cleared to follow low speed departure routes instead of SIDs. The low speed departure routes include a clearance to 3000 ft and a heading after departure. The specific headings to use can be found in Appendix A. Note: The following fast or noisy propeller aircraft will be cleared via SID: Saab 2000, Dash 8 Q400, C-130 Hercules and BAe HS 748 (in flight plans listed as SB20, DH8D, C130, A748).

2.1.2.5 Other departures Pilots may request another runway than the runway in use for departure. This should be approved whenever possible, but must be coordinated with TWR. On VATSIM, not all pilots have charts or are familiar with SIDs. Preferably, give these pilots a clearance based on vectors to the first point in the flight plan. If the traffic situation permits, they can be cleared direct to the first route point instead. Jet aircraft should normally be cleared to 5000 ft. If a pilot has filed a route which is incorrect, such as departing via XILAN or ELTOK, it can be approved if the situation permits, but it is preferable that the route is changed to a correct


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exit point if possible. In any case, make sure the other controllers are informed of any non-standard departures.

2.1.2.6 VFR departures DEL informs VFR departures which GND frequency to use, with respect to their parking position.

2.1.2.7 Start-up All aircraft at ESSA must request engine start-up from ATC. In real life, the requirement for ATC approval for engine start-up is mainly associated with slot times, flow management, and ATC system capacity. Start-up can be denied by ATC if an aircraft requests start-up too early or too late according to the assigned slot time. This is normally not a problem we have on VATSIM, so there is normally no reason to deny or delay approval for start-up. It is possible, however, that slot times and start-up restrictions will be used during special events. In that case the procedures to be used with regard to this will be published when required. Note: Start-up approval does not include approval for pushback. If pushback is required it must be requested separately from GND.

2.1.2.8 Coordination procedures DEL will prepare each flight plan as follows:

• The cleared altitude, if lower than the flight planned cruise level, shall always be entered as CFL.

• The correct SID shall be selected if not already preselected. • For aircraft reporting “unable RNAV SID”, which follow the charted instructions,

insert NFMS into OP-TEXT. • For low speed departures, insert SLOW into OP-TEXT. Also select the relevant SID

("SLOWXXX") • For other departures cleared via vectors, insert VECT into OP-TEXT. The cleared

heading must be coordinated with the relevant controller(s) (TWR/TMC). • For departures cleared direct to the first point in the route, insert the cleared point into

OP-TEXT. This clearance must be coordinated with all affected controllers before it is given.

2.1.2.9 Phraseology In the initial call to DEL the pilot shall state the aircraft type, position (stand number or other parking location), and designator and QNH for the latest ATIS received. If a runway other than the runway in use is required the pilot shall request it when requesting ATC clearance. The syntax for a normal departure clearance with SID, including approval for start-up, is as follows: (callsign), START-UP APPROVED, CLEARED TO (destination) VIA [LEFT/RIGHT TURN] (SID designator) DEPARTURE [TO FOLLOW THE “UNABLE RNAV SID” INSTRUCTION], SQUAWK (code). [INFORMATION (ATIS identification) VALID, QNH (value)]


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ATIS designator letter and/or QNH is only included if the pilot has omitted it in the initial call, or if the pilot has the wrong ATIS and/or QNH. Left/right turn departure is specified when runway 08 is in use. The turn direction must be read back by the pilot. Pilots who are unable to fly RNAV SID shall report this on initial contact and will be given clearance as in example 2 below. The pilot must read back that the “unable RNAV SID” instruction will be followed. Example 1: Scandinavian 123, start-up approved, cleared to Sturup via left turn NOSLI 2 Lima departure, squawk 6010. Example 2: Nordic 506, start-up approved, cleared to Landvetter via AROS 4 Charlie departure to follow the “Unable RNAV SID” instruction, squawk 6015. Information Bravo valid, QNH 1015. When ARR19R/DEP19L is used aircraft departing towards KOGAV/RESNA will be cleared on an ARS SID and then radar vectored, because there are no suitable SIDs to KOGAV/RESNA. The syntax is: (callsign), CLEARED TO (destination) VIA AROS 4 ECHO DEPARTURE, RADAR VECTORING TO (RESNA or KOGAV), SQUAWK (code). When ARR19L/DEP19R is used, departures towards NTL/BABAP will be vectored due to possible conflicts with missed approaches if SIDs are used. Syntax: (callsign), CLEARED TO (destination), 5000 FEET. AFTER DEPARTURE CLIMB ON TRACK 186. WHEN PASSING 2500 FEET, TURN LEFT TO NORTEL (FOR RADAR VECTORING TO BABAP), SQUAWK (code). The syntax for a low speed departure clearance: (callsign), CLEARED TO (destination) 3000 FEET. AFTER DEPARTURE TURN RIGHT (or LEFT) HEADING (3 digits) FOR VECTORING TO (exit point), SQUAWK (code). Example: Sky Express 504, start-up approved, cleared to Lycksele 3000 feet, after departure turn right heading 270 for vectoring to RESNA, squawk 6024.

2.1.3 Arlanda Ground (GND-N, GND-W, GND-E)

2.1.3.1 Position description GND is responsible for controlling the traffic on the taxiway system at ESSA. (This includes vehicle traffic and aircraft that are being towed, but this is not simulated on VATSIM.) GND does not control traffic on the aprons, as the aprons are not part of the manoeuvring area. However, GND gives traffic information and suggestions to aircraft on the aprons – approval for pushback is an example of this. Up to three GND positions may be opened, depending on the traffic load. On departure, pilots contact GND for pushback and taxi, after they have received clearance from DEL. As soon as practicable, when approaching the holding position, aircraft will be instructed to contact TWR. On arrival, TWR instructs pilots to contact GND when the runway has been vacated.


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2.1.3.2 Stands There are many different parking locations at ESSA, and unless you are familiar with the airport it is difficult to make good parking assignments. It is not necessary to know all the details by heart, but you should remember that Terminal 5, including Pier F, is the main international terminal. Terminal 2 is used for mixed international flights. Terminal 4 is the main domestic jet terminal, and Terminal 3 is used for most domestic turboprops. Ramp S is used for GA traffic and Ramp R is the cargo apron. It is also important to bear in mind that the airport does not look the same for all virtual pilots. Some pilots only have default scenery, while others have detailed add-on scenery. Thus not all pilots will be able to taxi to a certain stand or to follow certain taxiways. The table below shows a list of parking stands, along with the types of traffic that normally use the different locations. The list is not exhaustive – you are encouraged to find out more about the parking arrangements for different airlines and aircraft types if you want a more realistic experience (see part 5). Stand number Airline examples Type of traffic 1-10 (Pier A) SAS, Lufthansa, Austrian,

Alitalia, Pulkovo, TAP, Iberia

Intl: Schengen and EU

11-16 (Pier B) SAS, LOT, Air Baltic, Estonian, Lithuanian, Novair, Swiss

Intl: Schengen and EU. (Thai an exception)

17-20 (Pier B) Thai, Aeroflot, Ethiopian, Iran Air

Intl: Non-Schengen

31-44 (Terminal 4) SAS, Norwegian, Höga Kusten

Domestic

50-60 (Terminal 3) Nextjet, Avies, Direktflyg, Flyglinjen, Gotlandsflyg, Amapola

Domestic turboprops

61-68 (Terminal 2) Air Berlin, Air France, British Airways, CSA Easyjet, Germanwings, Niki, KLM, Finnair

Intl: Schengen and EU

F28-F39 (Pier F) SAS, Malaysian, Delta, Air China, Tunis Air, United, Turkish

Intl: non-Schengen

G141-G149 (Ramp G) Blue1, SAS, Wideroe Intl turboprops Ramp H and J SAS, Tuifly Maintenance area only Ramp K VIPs VIP, large private aircraft R3-R10 (Cargo apron) Fedex, UPS, DHL All cargo S1-S3 (Ramp S) UPS, Swedish Air Force Cargo and specials S4-S81 (Ramp S) Direktflyg, Nextjet, private

aircraft Props and GA, small GA normally at S81

Apron Patria (south of taxiway X near threshold 26)

Swedish Police, Patria Helicopters

Table 2.2


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Note 1: Stands that can handle large aircraft such as A330/A340, B747, B777 and DC-10/MD-11 are: 7, 8, 17, 18, F28R, F32R, F39R, 69, K5, R6, R7, R9 and R10. Aircraft similar to Boeing 757/767 in size can also be parked at most stands at Terminal 5 and at stand 63 and 66 at Terminal 2. Note 2: The maximum aircraft size at a stand depends on whether adjacent stands are occupied. Note 3: Stand 44, G141, R3 and R4 shall not be assigned to jet aircraft. Note 4: Small jet aircraft (e.g. EMB-145) may be parked at stand 53-58. Note 5: Virtual Airline traffic (not based on a real world airline) should be parked according to type of flight and aircraft type, i.e. international flights at Terminal 5 or 2, domestic jets at Terminal 4, domestic props at Terminal 3 or Ramp S and cargo at Ramp R.

2.1.3.3 Pushback At ESSA, pushback is generally required for all jet aircraft, unless parked at Terminal 3, stand R9C, G149 or S71-S79. Pushback is not required for prop aircraft parked at Terminal 3, Ramp G and S. Approval for pushback is not considered an ATC clearance. “Pushback approved” only means that ATC has no objection to the pushback. It is still the responsibility of the pilot (and in real life the ground crew) to ensure that the pushback is performed safely. If needed due to traffic or other reasons, ATC will delay pushback or give the necessary information. (See paragraph 2.1.3.9.) Powerback (using reverse thrust to back the aircraft) as an alternative to pushback is not allowed.

2.1.3.4 Taxi Standard taxi routes are published for ESSA. This makes taxi clearances very simple, but also puts a lot of responsibility on the pilots to actually study and follow their charts. If a pilot is unsure of which route to taxi, or if you suspect that a pilot will not follow the standard route, you must give a more detailed taxi clearance, unless it is unnecessary considering the traffic situation. ATC should always use the standard taxi routes, in order to keep an orderly flow of traffic on the ground. Also, on some taxiways the taxiway signs are only facing in one direction. When runway 01R/19L is in use, aircraft that park in the area marked green in Figure 2.2 below should be instructed to use taxiway W. Others shall taxi via taxiway U. When runway 01R is used for landing, all arriving aircraft except those parking in the area marked blue below should taxi via W. This is to avoid a complicated traffic situation in the intersection between taxiways U and Y. However, if convenient, exceptions may be made from this norm. If multiple GND positions are open, aircraft are instructed to hold at a certain point and then to contact the next GND position. (For details see paragraph 2.1.3.9.) The handover points will vary with the runways in use. The illustration below shows how the taxiway system and aprons are divided between the different GND positions when all three are open. GND-E, however, is only opened in high density traffic when runway 01R/19L is in use. If GND-E is closed, its functions are handled by GND-W.


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Figure 2.2

2.1.3.5 Low visibility procedures TWR decides when low visibility procedures (LVP) will be in force. Under LVP, taxi clearance shall be given to departing aircraft by GND to the CAT II/III holding positions, but not further. CAT II/III holding positions are used at runway 01L/19R and 01R/19L.

2.1.3.6 Helicopter flights Most helicopter traffic at Arlanda is to and from the apron located by the company Patria Helicopters, south of taxiway X, between apron K and the threshold of runway 26. This is also the base for the Swedish police helicopters at Arlanda. The apron is usually called just "Patria". For example: "Cleared to Patria 1000 feet or below". If a pilot requests to depart or arrive to some other part of Arlanda, any runway may also be used for helicopter operations.

2.1.3.7 Coordination and handoff procedures Handoffs to GND:

• Departing traffic contact GND after being assigned the correct frequency by DEL. • Landing aircraft contact GND after being instructed by TWR, when leaving the

runway.


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Handoffs from GND: • GND hands off to TWR before departing aircraft reach the holding position. Which

holding position to use (intersection or full runway length) is coordinated between GND and TWR if needed.

Handoffs between GND positions: From/to GND-E:

• Arriving aircraft taxiing westbound via U under the control of GND-E are instructed to hold before UE and will then be handed over to GND-W. Vice versa for eastbound, i.e. departing aircraft.

• Arriving aircraft taxiing northbound on W under the control of GND-E are instructed to hold before Z and will then be handed over to GND-N. Vice versa for southbound, i.e. departing aircraft.

Between GND-W and GND-N:

• Northbound aircraft taxiing on Y under the control of GND-W are instructed to hold before ZK and will then be handed over to GND-N.

• Southbound aircraft taxiing on Z under the control of GND-N are instructed to hold before ZH and will then be handed over to GND-W.

• Aircraft using stand 19 or 20, which is at the border between GND-W and GND-N, shall be coordinated between the two GND positions.

2.1.3.8 Phraseology When requesting pushback and/or taxi the pilot shall include the parking position. At most parking positions at ESSA it will be obvious in which direction the pushback shall be made, due to the layout of the aprons and taxiways. Most taxi clearances at ESSA are very simple, including only the clearance limit. The pilot knows which route to take because it is published on the charts. Syntax: (callsign), TAXI TO [CAT II] HOLDING POINT [(designation)] RUNWAY (number). Example 1: Sky Express 1035 taxi to holding point Yankee 9 runway 19 Right. Example 2: Scandinavian 123 taxi to CAT II holding point runway 01 Left.


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After landing the normal taxi clearance is equally simple. Syntax: (callsign), TAXI TO STAND (or GATE) (number). When runway 01R/19L is in use GND will tell the pilots whether to taxi via taxiway U or W. (See paragraph 2.1.3.4. for which taxiway to use for different parking locations.) Syntax: (callsign), TAXI TO HOLDING POINT RUNWAY (19 LEFT or 01 RIGHT) VIA [SOUTH ON] ZULU AND UNIFORM (or [NORTH ON] YANKEE AND WHISKEY). Example: Amapola 057, taxi to holding point runway 19 Left via south on Zulu and Uniform. When taxiing to parking from runway 01R/19L the route is specified similarly: (callsign), TAXI TO STAND (number) VIA [NORTH ON] WHISKEY (or UNIFORM). Example: Malaysian 91, taxi to stand Foxtrot 39 Right via Whiskey.

2.1.4 Arlanda Tower (TWR-W, TWR-E, TWR-S)

2.1.4.1 Position description TWR controls and separates the traffic within Arlanda CTR (which extends up to 2000 ft), as well as the traffic on the runways. Departing aircraft normally contact TWR when approaching or waiting at the holding position, and arriving IFR aircraft contact TWR when lined up on final approach. VFR arrivals shall contact TWR before entering the CTR. After departure IFR aircraft are handed over to DEP/APP. VFR aircraft shall remain in contact with TWR until leaving the CTR. After landing aircraft are instructed to contact GND. If required by the traffic situation, the TWR position can be split into three positions, where TWR-W handles runway 01L/19R and the West sector of the CTR, TWR-E runway 08/26 and the East sector of the CTR, and TWR-S handles runway 01R/19L. It is the responsibility of TWR in cooperation with ARR-W and ARR-E to select which runway configuration to use. TWR will determine when to apply low visibility procedures (LVP).

2.1.4.2 Visual approaches Visual approaches are not allowed at ESSA due to noise restrictions. However, if a pilot reports problems following an ILS approach, a visual approach may be performed instead. Under special conditions aircraft can be cleared for visual approaches. Special conditions might include: ILS system unserviceable and CB-activity on final approach.

2.1.4.3 Low speed departure routes DEL will clear most IFR propeller aircraft via low speed departure routes instead of SIDs. DEL issues the initial heading, according to Appendix A, and an initial altitude of 3000 ft. DEL inserts SLOW into OP-TEXT to indicate that the aircraft has been cleared via a low speed departure route and also selects the relevant SID (SLOWXXX). Appendix A shows the relevant headings for each runway combination.


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When the aircraft climbs through 1500 ft, provided sufficient separation exists, TWR will turn the aircraft to the final heading, according to Appendix A, and then hand off to TMC, who will give further climb and vectors. The final heading should be inserted in the aircraft label using AHDG. Appendix A shows which TMC sector is responsible in each situation.

2.1.4.4 Separation Normal separation minima apply in Arlanda CTR, with some exceptions noted in the sections below. The airspace is class C. Note: Below, “aircraft A” is used to indicate the preceding of two departing aircraft, and “aircraft B” is the aircraft that departs behind. At least 5 NM radar separation shall be applied between departing aircraft (except low speed traffic, see below). Between two aircraft, when aircraft A has reached a point 1 NM from the end of the departure runway, aircraft B may be cleared for take-off. This will give approximately 5 NM separation. For low speed traffic, at least 3 NM radar separation shall be applied. When aircraft A is following a low speed departure route and is established on its initial heading (usually around 90° from the runway heading), aircraft B may be cleared for take-off. However, if aircraft B is another low speed departure due to fly the same departure route, 2 minutes separation shall be applied between aircraft A and B. At handoff, the separation shall be at least 5 NM (3 NM for low speed traffic) constant or increasing. If aircraft B is considerably faster than aircraft A, separation shall be increased as required. Provided the braking action is good, ceiling is at least 1000 ft and the visibility is 5 km or more, the minimum separation between aircraft on final approach may be reduced to 2.5 NM.

2.1.4.5 Reduced separation Reduced separation is applied in accordance with general operating procedures for TWR.

2.1.4.6 Low visibility procedures and CAT II/IIIA/IIIB operations Low visibility procedures (LVP) will be put in force by TWR at the latest when the RVR falls below 550 m and/or the ceiling/vertical visibility falls below 200 ft. When LVP is in force this will be included in ATIS. During LVP, when the same runway is used for both take-offs and landings, departing aircraft will not be cleared to pass the CAT II/III holding positions until the approaching aircraft has landed. Separation between arriving aircraft during CAT II/IIIA/IIIB operations will be at least 5 NM, to ensure that the preceding aircraft will have left the ILS sensitive area and completely vacated the runway when the approaching aircraft passes 2 NM final. Landing clearance will normally be given before the aircraft reaches 2 NM final. If this is not possible, landing clearance shall be given no later than at 1 NM final. If landing clearance cannot be given at that point, the aircraft shall be instructed to go around. (See paragraph 2.1.4.12.)


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2.1.4.7 Converging runway combinations There are two runway combinations which are problematic because aircraft going around can come into conflict with departing aircraft: ARR 26/DEP01L and ARR01R/DEP08-LT. To ensure separation between arrivals and departures when using these runway combinations, they may only be used in VMC. Some additional restrictions are also imposed, as detailed below. Note: ARR01R/DEP08-LT is only used when runway 01L/19R is not available. See Appendix A for details regarding runway usage. When using the ARR26/DEP01L or ARR01R/DEP08-LT configuration the following restrictions apply:

• At least 4.5 NM separation shall normally be applied between arriving aircraft. • Take-off clearance may not be given if an arriving aircraft is between 3 NM final and

landing. Take-off clearance may be given only when it is certain that the arriving aircraft has landed.

• Arriving aircraft shall be informed by TWR of revised missed approach procedure; to climb on runway heading to 1500 ft. (See paragraph 2.1.4.12.)

2.1.4.8 Independent parallel approaches Independent parallel approaches will not be performed until further notice.

2.1.4.9 VFR flights There are no special procedures for VFR flights within Arlanda CTR. TWR will give clearance to VFR departures (i.e. this is not done by DEL as with IFR departures). Individual transponder codes should be issued to all VFR flights on flight plan, and if desired to other VFR traffic. Normally, both VFR departures and arrivals should be cleared to exit/enter the CTR at 1500 ft or below (via VASSUNDA: 1200 ft or below), unless coordinated with APP. VFR entry/exit points are VASSUNDA, VADA, and SKEDVIKEN. VFR holding points are established at ODENSALA and MARKIM. There are three small VFR airfields located within the CTR. Flights to/from these airfields need clearance from SA-TWR prior to entry/exit. Departing aircraft will, after they have received a clearance, be told to leave the frequency and report back when airborne. Arrivals will be given clearance and then told to leave the frequency and report back when on the ground.

2.1.4.10 Helicopter flights Most helicopter traffic at Arlanda is to and from the apron located by the company Patria Helicopters, south of taxiway X, between apron K and the threshold of runway 26. This is also the base for the Swedish police helicopters at Arlanda. The apron is usually called just "Patria". For example: "Cleared to Patria 1000 feet or below". If a pilot requests to depart or arrive to some other part of Arlanda, any runway may also be used for helicopter operations.


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2.1.4.11 Coordination and handoff procedures Handoffs to TWR:

• Departing traffic is handed off by GND before reaching the holding position. Which holding position to use (intersection or full runway length) is coordinated between GND and TWR.

• For arriving IFR traffic radio communications shall be handed over not later than at 4 NM final. However, TMC retains responsibility for separation until the threshold has been passed.

• Arriving VFR traffic should be cleared to a CTR entry point by TMC and contact TWR at that point. If needed, the flight will be handed off between the TWR-E and TWR-W.

Handoffs from TWR:

• TWR updates “EST” in the DEP list before take-off, to indicate the departure sequence.

• It is the responsibility of TWR to check that departing aircraft are squawking mode C and the assigned code, and correct it if necessary.

• TWR shall ensure that departures are adequately separated before handoff. If necessary, use speed, altitude or heading instructions to achieve the required separation.

• Departing traffic following SID is normally instructed to switch frequency to TMC as soon as practical after take-off.

• All SID traffic is handed to DEP, except departures to NTL, and when departing runway 19R or 08 also departures to BABAP – these are handed to ARR-E. See Appendix A. If DEP is not open, ARR-W handles DEP.

• Departing low speed IFR traffic is turned to the final heading by TWR (see Appendix A), and will then be handed off to TMC. The assigned heading is set by TWR using AHDG.

• Aircraft departing from a runway, other than the current departure runway, must be coordinated with the receiving controller, and separated from other traffic before handoff. If departing from a runway that is currently used for landings, coordinate also with the controller responsible for arrivals (ARR-E or DIR, if open) in order to fit the departure between arriving traffic (in this case separation between arrivals will be increased to 6.5 NM in IMC and 5 NM in VMC).

• VFR traffic should normally report exiting the CTR before being instructed to switch frequency, but the handoff can be performed earlier, depending on the situation. If needed, the flight will be handed off between the TWR-E and TWR-W.

• Landing aircraft will be handed off to GND after leaving the runway. Missed approach handoffs from TWR:

• When a missed approach is performed, TWR will turn the aircraft to a predetermined heading, climb to 4000 ft and hand over to TMC. Table 2.3 shows the headings used and which position to hand over to for each arrival runway.


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Runway Heading Turn direction

Hand off to

01L 270 Left ARR-W 01R* 090 Right ARR-E 19L 090 Left 19R 270 Right ARR-W 26** 300 Right 08 360 Left ARR-E

Table 2.3 *Using ARR01R/DEP08-LT left turn to heading 270 for handoff to ARR-W. **Using ARR26/DEP01L left turn to heading 180 for handoff to ARR-W.

• When a missed approach is performed where TWR handles the concerned aircraft, TWR shall inform all TMC-positions of which runway the GA is made from and which aircraft is involved. This is preferably done by the means of a message in the ATC channel, in the form of ”GA (runway), (callsign)”, e.g. ”GA RWY 01R, SAS123.” If possible, voice communication should also be used.

• When a missed approach is performed where TMC handles the aircraft, the TMC controller shall inform TWR in a similar way as shown above, though the cleared heading shall also be included, e.g. ”GA RWY 01R, SAS123 R/T HDG 090.”

2.1.4.12 Phraseology To optimize the departure flow, TWR may clear several aircraft to line up in sequence. Syntax: (callsign), IN SEQUENCE LINE UP [RUNWAY (number)] [AND WAIT]. A normal take-off clearance: (callsign), [WIND (number) DEGREES (number) KNOTS], RUNWAY (number), [RIGHT TURN OUT] CLEARED FOR TAKE-OFF. Wind is only included if it is gusty and/or significantly different from the wind reported by ATIS. When an aircraft which is not following SID is to make a right turn after departure, this shall be specified in the take-off clearance. Example 1: Scandinavian 123, runway 08, cleared for take-off. Example 2: Sky Express 1013, wind 050 degrees 15 knots, maximum 26 knots, runway 19 Right, right turn out, cleared for take-off. It is the responsibility of TWR to check that each departing aircraft is squawking mode C and the correct code before handing off to the next controller. If the pilot is not squawking the correct code, use this phrase: CONFIRM SQUAWK (code) If the pilot is squawking stand-by: SQUAWK CHARLIE A normal landing clearance: (callsign), RUNWAY (number), CLEARED TO LAND, WIND (number) DEGREES (number) KNOTS. Wind is given with the landing clearance, unless it has been given very recently.


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When reduced separation is used: (callsign), REDUCED SEPARATION AFTER LANDING (type of aircraft), CLEARED TO LAND. Example: Scandinavian 345, reduced separation after landing MD-80, cleared to land. During CAT II/IIIA/IIIB operations, landing clearance is normally given before 2 NM final and shall be given no later than 1 NM final. If landing clearance cannot be given before 2 NM final, use the phrase EXPECT LATE LANDING CLEARANCE. When ARR26/DEP01L or ARR01R/DEP08-LT is used TWR instructs arriving aircraft of the revised missed approach procedure used for these runway configurations: IN CASE OF MISSED APPROACH, CLIMB ON RUNWAY HEADING TO 1500 FEET It may be necessary to stop an aircraft that is about to take off, if an unforeseen traffic conflict arises. If the departing aircraft has not yet started its take-off roll, this phrase should be used: (callsign) HOLD POSITION, CANCEL TAKE-OFF, I SAY AGAIN, HOLD POSITION, CANCEL TAKE-OFF [reason]. If the aircraft has started rolling: (callsign) STOP IMMEDIATELY! (callsign) STOP IMMEDIATELY! Note: If the aircraft has started its take-off roll it is the responsibility of the commander to abort or continue the take-off – it may not be possible to abort due to high speed.

2.1.5 Voice ATIS

2.1.5.1 General Whenever possible, ”voice ATIS” should be provided for Arlanda. It is appropriate that the controller with the lowest workload handles ”voice ATIS” (normally DEL, GND or TWR when several positions are open). In reality, Arlanda has two ATIS frequencies, one ”Departure ATIS” and one ”Arrival ATIS”. Since VATSIM rules only allow one ATIS frequency per airport, we have to compromise and combine these into ”Arlanda ATIS”.

2.1.5.2 Format and phraseology Note: In EuroScope, the ATIS is automatically generated to the correct format, except when LVP is applied:

When LVP is applied, insert “[LVP]”manually in ATIS, after “[transition level] XX”. E.g.: ”[transition level] 50 [LVP] [METREPORT]...”.

Remember that ATIS needs to be updated manually; otherwise “LVP” will disappear at the next automatic update.


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2.1.6 Operations with less than all positions open

2.1.6.1 General On VATSIM, we extremely rarely have the heavy traffic conditions that warrant opening all the positions described above. More common is having one GND, one TWR and one APP, only TWR and APP, or even just APP. Even in real life, when the traffic conditions are light, there is sometimes only two or even just one controller on position in the tower (i.e. covering the DEL, GND and TWR functions).

2.1.6.2 Procedures The general VATSIM rule, that a controller is responsible for all the positions “below” his/her own position when they are not open, should be used. With only TWR-W open, the TWR-W controller will be responsible for all runways and the entire control zone. In the same fashion, when only GND-W is open, the areas otherwise covered by GND-N and GND-E will be covered by the GND-W controller. When less than all positions are open at the TMC, ARR-W will cover DEP’s functions. ARR-E will cover DIR’s functions. ARR-E will cover the whole TMA if no other TMC positions are open.

2.1.6.3 Priority Here is the suggested priority order in which to open positions. Depending on traffic flows training, etc., another order may be preferable.

Number of open

positions Open position(s)

1 TWR-W 2 TWR-W, GND-W/DEL 3 TWR-W, GND-W, DEL 4 TWR-W, GND-W, DEL, TWR-E/TWR-S/GND-N/GND-E 5 TWR-W, GND-W, DEL, TWR-E/TWR-S, GND-N/GND-E 6 TWR-W, GND-W, DEL, TWR-E/TWR-S, GND-N, GND-E 7 TWR-W, GND-W, DEL, TWR-E, TWR-S, GND-N, GND-E

Table 2.4 Note: When only GND-W or TWR-W is open, log on as ESSA_GND and ESSA_TWR respectively.


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2.2 ESSB – Stockholm/Bromma

2.2.1 General Note: This chapter includes information that is relevant to all controllers working at ESSB.

2.2.1.1 About the airport Opened in 1936, Bromma is one of the oldest airports with hardened runways in Europe. It was Stockholm’s main airport until SAS moved all international traffic to Arlanda in 1962, followed by the domestic flights in 1969. During the 1970s, Bromma was the main hub for the domestic airline Linjeflyg. At the end of 1983, all scheduled flights at Bromma ceased, and Linjeflyg moved to Arlanda. Bromma became popular with flight schools and GA traffic. In 1992, scheduled passenger flights commenced again, now with Malmö Aviation as the main operator. Today, 20 destinations are served from Bromma, by 13 airlines. In 2012, 2.3 million passengers used the airport and there were 33 560 landings. The existence of Bromma airport has been controversial for a long time, due to its location close to the centre of Stockholm city. While this is an advantage for passengers, many residents in the densely populated area are affected by aircraft noise. The airport area is also considered an attractive site for future residential areas. In 2003, the old control tower, which had been in used since 1949, was replaced by a completely new 20 metres tall tower building. 11 air traffic controllers work there, as well as 4 AFIS officers.

2.2.1.2 Airport restrictions Because of its central location, the use of ESSB – in real life – is highly regulated. The airport is open for traffic 0700-2200 local time Monday-Friday, 0900-1700 Saturdays, and 1000-2000 Sundays. The only exception is for state aircraft based at the airport (such as government VIP aircraft), which may operate all days between 0620-2200 local time, and aircraft involved in ambulance or rescue missions, which may operate at all times. TWR service is not available outside of normal opening hours; instead AFIS is provided. The airport is normally not available to aircraft with MTOW exceeding 50 000 kg. Note: The above is provided as information only. On VATSIM, ESSB may be used by any aircraft at any time. The use of AFIS or TWR at night is at the controller’s discretion.

2.2.1.3 Low visibility procedures Low visibility procedures (LVP) have been established. Only one aircraft at each time will be allowed on the manoeuvring area during LVP.


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2.2.2 Bromma Ground (SB-GND)

2.2.2.1 Position description The GND controller at Bromma sits next to the TWR controller in the tower. It is not unusual that it is the same controller in charge of both positions. GND handles start-up, clearance and taxi instructions. As always when issuing clearances, it is of great importance that they are correct, and agreeable to other affected controllers. If in doubt, always consult your fellow controllers.

2.2.2.2 Start-up All IFR aircraft at ESSB must request engine start-up from ATC. In real life, the requirement for ATC approval for engine start-up is mainly associated with slot times, flow management, and ATC system capacity. Start-up can be denied by ATC if an aircraft requests start-up too early or too late according to the assigned slot time. This is not a problem we have on VATSIM, so there is normally no reason to deny or delay a request for start-up. It is possible, however, that slot times and start-up restrictions will be used during special events. In that case the procedures to be used with regard to this will be published when required.

2.2.2.3 TMA exit points All IFR departures from ESSB and Stockholm TMA should be flight planned via one of the following TMA exit points: TINKA, RESNA, NTL, ALOLA, TRS, NOSLI, DKR, ARS

2.2.2.4 Standard Instrument Departures (SIDs) The SIDs at ESSB are of conventional design; i.e. they can be flown using conventional radio instruments. On the SID charts it is stated that the initial climb clearance is to 3000 ft unless otherwise specified. At ESSB the altitude shall always be included in the clearance. This is because the arrival flow to runway 01L/R at ESSA is routed directly above the ESSB departures (as low as 4000 ft).

2.2.2.5 Other departures There are no SIDs to ALOLA and no SIDs from runway 30 to NTL, but ALOLA and NTL are still valid TMA exit points. It is recommended that departures from runway 30 to NTL/ALOLA are cleared via NB for radar vectoring to the relevant exit point. Initial altitude should be 3000 ft. Coordinate clearance in each case with ARR-E. Runway 12 departures towards the west sector, which do not follow SID, should be cleared via right turn OU-COR-LNA. On VATSIM, not all pilots have charts or are familiar with SIDs. Preferably, give these pilots a clearance based on vectors to the first point in the flight plan. If the traffic situation permits, they can be cleared direct to the first route point instead. All IFR departures should normally be cleared to 3000 ft initially.


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If a pilot has filed a route which is incorrect, such as departing via XILAN or ELTOK, it can be approved if the situation permits, but it is preferable that the route is changed to a correct exit point if possible. In any case, make sure the other controllers are informed of any non-standard departures.

2.2.2.6 VFR departures Clearance to VFR departures will be given by TWR.

2.2.2.7 Stands Here is a table of which traffic to assign to which stand at Bromma. Note that the information may not be up to date and controllers are encouraged to keep updated on changes of stands. Stand number or position Airline examples Type of traffic 1 VIP VIP 2-6 Malmö Aviation, Brussles,

Finnair, British Airways, Flybe

Jet and turboprops

7-12 Golden Air, Nextjet, Avies Turboprop 13-16 Any not listed above Mixed 17-18 Scandinavian Air

Ambulance, Lufttransport Ambulance and short visits

19-20 Large GA Apron East (Grafair) Large GA, Bizjets North Parking Private Small GA Apron G and Linta area SAS Flygklubb Private, aviation club Hangar 4 Swedish Air Force Military

Table 2.5 Note 1: Visiting private and business aircraft with MTOW of 4000 kg or more will be instructed to park at Apron East. Note 2: Large GA aircraft such as Gulfstream V and Boeing BBJ should be parked at stand 14-16.

2.2.2.8 Taxi There are no published taxi routes, but the taxiway layout is rather simple. Often a detailed clearance will not be required, but be precise if there is lots of traffic on the taxiways. Be careful when giving taxi clearance from the Linta area (south of the runway), as this includes crossing the runway. (See paragraph 2.2.2.11.) Piston engine aircraft are usually cleared to taxi to the run-up area (“run-up”) for the runway in use. When the traffic situation permits, clearance to line up on the runway via backtrack may be given.


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Figure 2.3

Figure 2.1

2.2.2.9 Coordination and handoff procedures GND will prepare each flight plan as follows:

• The cleared altitude, if lower than the flight planned cruise level, shall always be entered as CFL.

• The correct SID shall be selected if not already preselected. • For other departures cleared via vectors, insert VECT into OP-TEXT. The cleared

heading must be coordinated with the relevant controller(s) (TWR/TMC). • For departures cleared direct to the first point in the route, the cleared point into OP-

TEXT. This clearance must be coordinated with all affected controllers before it is given.

Handoffs to GND:

• Landing aircraft contact GND after being instructed by TWR, when leaving the runway. Most aircraft, however, will stay in contact with TWR because the taxi route is usually short and simple.

Handoffs from GND:

• GND hands off to TWR before departing aircraft reach the holding position.


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2.2.2.10 Phraseology In the initial call to GND the pilot shall state the aircraft position (stand number or other parking location), and designator for the latest ATIS received. The syntax for a normal departure clearance with SID, including approval for start-up, is as follows: (callsign), START-UP APPROVED, CLEARED TO (destination) VIA (SID designator) DEPARTURE, 3000 FEET, SQUAWK (code). [INFORMATION (ATIS identification) VALID, QNH (value)] ATIS designator letter and/or QNH is only included if the pilot has omitted it in the initial call, or if the pilot has the wrong ATIS and/or QNH. Example: Scanwing 107, start-up approved, cleared to Sturup via NOSLI 3 Whiskey departure, 3000 feet, squawk 6032. QNH 1019. When clearing an aircraft to cross the runway, the phrase CROSS RUNWAY shall be used. Example: Sierra Bravo Yankee, taxi to apron via Golf. Cross runway 12.

2.2.3 Bromma Tower (SB-TWR)

2.2.3.1 Position description TWR controls and separates the traffic within Bromma CTR (which extends up to 2000 ft). Departing aircraft are normally handed off to TWR when approaching or waiting at the holding position, and arriving IFR aircraft contact TWR when lined up on final approach. VFR arrivals shall contact TWR before entering the CTR. After departure IFR aircraft contact APP as instructed. VFR aircraft shall remain in contact with TWR until leaving the CTR. Within the CTR there is one busy, uncontrolled VFR/GA airfield – Skå-Edeby (ESSE). Because of noise restrictions and the dense traffic in the area this airfield is surrounded by an Aerodrome Traffic Zone (ATZ). An ATZ may only be entered in connection with take-off and landing at the concerned aerodrome. TWR will select runway in use and determine when to apply low visibility procedures (LVP).

2.2.3.2 Visual approaches Visual approaches are normally not performed at ESSB. If ILS cannot be used, visual approach may be used if possible.

2.2.3.3 Separation Normal separation minima apply in Bromma CTR. The airspace is class C.



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2.2.3.5 VFR flights Individual transponder codes should be issued to all VFR flights on flight plan. VFR flights “without flightplan” (so called shortend flightplan) are normally not given a transponder code; instead they will (without instruction) set 7000. Normal departure and arrival routes have been established for VFR flights from/to ESSB. These are listed below and shown in Appendix C. VFR entry/exit points are EDSVIKEN, BOSON (Bosön), ALVNAS (Älvnäs), and SVARTSJO (Svartsjö). VFR holding points are established at KROGEN, FRIHAMNEN, MESSAN, BJORNHOLMEN (Björnholmen), KANAAN, and LAMBARUDD. When runway 12 is in use, departures will be cleared to exit the CTR via ALVNAS or BOSON. Arrivals will be cleared to enter the CTR via SVARTSJO or EDSVIKEN. When runway 30 is in use, departures will be cleared to exit the CTR via SVARTSJO or EDSVIKEN. Arrivals will be cleared to enter the CTR via ALVNAS or BOSON. Flights to ESSE will be told to leave the TWR frequency for UNICOM when approaching the ATZ. Normally, both departures and arrivals will be cleared to exit/enter the CTR at 1500 ft. VFR flights may request to fly over Stockholm City. If traffic permits, i.e. no IFR departures or arrivals within the next 10 minutes or so TWR will give clearance to “CITY 2000 feet”. If traffic permits the aircraft will then remain over City until it advises anything else.

2.2.3.6 Helicopter flights Departing helicopters will be told to hover-taxi to the active runway and then take off along the runway. Helicopters should depart via SOLVALLA, BÄLLSTA BRO or GOLFBANAN to the relevant CTR exit point. Arriving helicopter traffic will be cleared to one of the holding points SOLVALLA, BÄLLSTA BRO, or GOLFBANAN. From the holding point, approach clearance to runway 12 or 30 will be given. Landing (but not touch-down) shall be made on the runway. TWR will then give clearance to hover-taxi to parking.

2.2.3.7 Coordination and handoff procedures Handoffs to TWR:

• When GND is open, departing IFR traffic is handed off by GND before reaching the holding position.

• Arriving IFR traffic shall be handed off not later than at 6 NM final in IMC and the CTR border in VMC. However, TMC retains responsibility for separation until the threshold has been passed.

• Arriving VFR traffic should be cleared by APP to a CTR entry point at 1500 ft or below and contact TWR at that point. APP must be informed which runway is in use in order to select the correct entry point.


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Handoffs from TWR: • TWR shall ensure that departures have sufficient spacing so that the prescribed radar

separation is created. • TWR updates “EST” in the DEP list before take-off, to indicate the departure

sequence and the traffic is instructed to switch frequency to TMC in connection with the take-off clearance (see paragraph 2.2.3.9).

• VFR traffic should normally report exiting the CTR before being instructed to switch frequency. Aircraft on flight plan are handed off to the relevant TMC sector, and aircraft without flight plan are instructed to leave the frequency, and may be informed which frequency to use for further clearance and flight information, if requested.

• Depending on traffic density and taxi route, arriving traffic will be instructed to contact GND after leaving the runway.

• Aircraft on missed approach follow the published missed approach procedure and are handed to the relevant TMC position.

Departures towards east (ALOLA/NTL, and if runway 12 is used also RESNA) shall be handed off to ARR-E, runway 30 departures towards ARS and RESNA to ARR-W, and others shall be handed off to APP-S. All departures that are sent to ARR-W or ARR-E shall be coordinated in each case.

2.2.3.8 Phraseology To avoid level-off after departure, aircraft should contact TMC as soon as practical after departure. Therefore, instruction to change frequency is normally given with the take-off clearance. Syntax: (callsign), WHEN AIRBORNE CONTACT (frequency), CLEARED FOR TAKE-OFF. Example: Scanwing 512, when airborne contact 120 decimal 150, cleared for take-off. When reduced separation is used between two LIGHT aircraft this phrase is used: (callsign), REDUCED SEPARATION, CLEARED FOR TAKE-OFF (or CLEARED TO LAND). Syntax for a normal VFR departure clearance: (callsign), CLEARANCE (point), (altitude) [OR BELOW], [SPECIAL VFR], [SQUAWK (code)]. Example: Sierra Papa November, clearance ÄLVNÄS 1500 feet, squawk 6012. After landing aircraft normally remain on the TWR frequency but may be told to monitor GND: (callsign), STAND (number), STAND BY ON GROUND. Example: Scanwing 315, stand 3, stand by on ground.


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2.2.4 Bromma Information (SB-AFIS)

2.2.4.1 Position description When AFIS is open, Bromma CTR becomes Bromma TIZ, which is class G airspace. AFIS provides traffic and weather information to aircraft within the TIZ. (For more information about AFIS, see section 1.1 and part 5.) Note: Much of the information in the chapters about SB-TWR and SB-GND is also applicable to SB-AFIS. Therefore, the chapter below focuses on the differences between ATC and AFIS and special procedures used by AFIS.

2.2.4.2 Notes about AFIS at ESSB General:

• SB-AFIS shall use the VATSIM name ESSB_I_TWR and frequency 118.100. The radio callsign for SB-AFIS is “Bromma Information”. Note that “I” is added in the VATSIM name to indicate that it is “Information” and the frequency is the same as for SB-TWR.

• ATIS will be used when AFIS is open. It must be clear in the “text ATIS” that only AFIS and not ATC is provided.

• SID and STAR may be used. • Separation is not provided by AFIS. • See paragraph 2.2.4.4 for AFIS phraseology.

Departure:

• Turbine engine aircraft should report ready for start-up. AFIS will not approve or deny start-up, but will give traffic information at this time.

• AFIS will not issue clearances, but will relay ATC clearance from other controllers. When receiving the flight plan or when the aircraft reports ready for start-up, AFIS should contact the relevant controller for clearance.

• AFIS may suggest a taxi route, with regard to traffic conditions. Arrival:

• AFIS shall be informed by APP of arriving IFR traffic at least 10 NM from touch-down. Aircraft shall be instructed to change frequency to SB-AFIS at least 6 NM from touch-down.

• On initial contact AFIS will give traffic and relevant weather information. • AFIS may suggest arriving VFR traffic to hold at a published holding point (see

paragraph 2.2.3.5). • AFIS will give stand number and may suggest a taxi route if required.

2.2.4.3 Phraseology Most AFIS phraseology is identical to “normal” ATC phraseology (this includes the phraseology for traffic information and meteorological information). This paragraph lists the most important AFIS phrases. When a pilot reports ready for start-up or taxi, AFIS gives traffic information as well as relevant weather information.


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(callsign), NO REPORTED TRAFFIC (or TRAFFIC (details)), QNH (value). (callsign), RUNWAY (number) AVAILABLE FOR TAXIING AND LINE UP. REPORT WHEN READY. IFR clearance: IFR clearance is transmitted by AFIS just as if it were TWR. Take-off: (callsign), WHEN AIRBORNE CONTACT (frequency), [WIND (number) DEGREES (number) KNOTS], RUNWAY (number) FREE. On arrival, IFR aircraft contact AFIS when established on final: (callsign), NO REPORTED TRAFFIC (or TRAFFIC (details)), RUNWAY (number) FREE, WIND (number) DEGREES (number) KNOTS. After landing, AFIS transmits the assigned parking position: (callsign), STAND (number). Note: AFIS uses the phrases SUGGEST and RUNWAY (number) FREE. The word CLEARED is only used by AFIS when relaying clearances from ATC. If a pilot does not seem to realize that AFIS and not TWR service is offered, use this phrase: AERODROME CONTROL SERVICE NOT [REPEAT NOT] AVAILABLE.

2.2.5 Voice ATIS

2.2.5.1 General Whenever possible, ”voice ATIS” should be provided for Bromma. It is appropriate that the controller with the lowest workload handles ”voice ATIS” (normally GND or TWR when several positions are open).

2.2.5.2 Format and phraseology Note: In EuroScope, the ATIS is automatically generated to the correct format, except when LVP is applied:

When LVP is applied, insert “[LVP]”manually in ATIS, after “[transition level] XX”. E.g.: ”[transition level] 50 [LVP] [METREPORT]...”.

Remember that ATIS needs to be updated manually; otherwise “LVP” will disappear at the next automatic update.

2.3 ESOW – Stockholm/Västerås

2.3.1 General

2.3.1.1 About the airport Västerås/Hässlö airport dates back to the late 1920s, when the F 1 air wing was founded. Both Hässlö, east of the city of Västerås, and Johannisberg, west of the city, were used by the air


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wing. With time, Hässlö became the main air base, while Johannisberg evolved into a GA airfield. During the Cold War the F 1 wing was the base for J 35 Draken night fighters. The air wing was finally closed in 1983. Today there are no military activities at the airport. Instead, Hässlö is now home to a busy commercial flight school. It also has scheduled airline flight to various destinations with Ryanair and Flyglinjen (seasonal) as well as some charter and cargo flights. The total number of movements per year is around 35 000. Built in 1944, the control tower building at Västerås airport is the oldest operational tower in Sweden. Around ten air traffic controllers are employed at the airport.

2.3.2 Västerås Tower (OW-TWR)

2.3.2.1 Position description TWR is responsible for separating and controlling traffic both in Västerås CTR (up to 1500 ft) and TMA sector Västerås (1500-4500 ft). OW-TWR is also responsible for traffic up to FL65 in the same sector. The airspace above FL65 in this area is controlled by ESOS ACC sector 8. Departing aircraft contact TWR for start-up, clearance and taxi. Arriving IFR aircraft contact TWR when descending into sector Västerås as coordinated with ACC/TMC. VFR arrivals shall contact TWR before entering sector Västerås or Västerås CTR if flying below the TMA. IFR departures are handed off to TMC/ACC when climbing to 4000 ft (to TMC) or FL60 (to ACC). VFR aircraft shall remain in contact with TWR until leaving the CTR or sector Västerås. There is one uncontrolled VFR/GA airfield within the CTR: Västerås/Johannisberg (ESSX). Around the airport an Aerodrome Traffic Zone (ATZ) is established from GND-1000ft. This means an aircraft may only enter the ATZ in connection with takeoff or landing. No contact with OW-TWR is required. Close to the CTR, under Sector Västerås, is Eskilstuna (ESSU), an AFIS airport, surrounded by a TIZ which extends to 1500 ft. In the same area is Eskilstuna/Ekeby (ESSC), a small airfield used by gliders only. On VATSIM, OW-TWR will be responsible for providing AFIS at ESSU unless SU-AFIS is open.

2.3.2.2 Start-up Turbine engine aircraft are recommended to request permission for engine start. TWR will give departure information at request for start-up. (See paragraph 2.3.2.10.) If a slot time has been assigned, start-up can be denied by ATC, if start-up has been requested too early or too late. This is not a problem we have on VATSIM, so there is normally no reason to deny or delay a request for start-up. It is possible, however, that slot times and start-up restrictions will be used during special events. In that case the procedures to be used with regard to this will be published when required. At the request for start-up, TWR should prepare and if necessary coordinate the IFR clearance with affected controllers.

2.3.2.3 Taxi and parking There are several taxiways at ESOW, so the complete route should be specified in taxi clearances, unless it is not necessary due to the traffic situation. Most taxiways are 11 m wide,


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and so are only suitable for small aircraft. Taxiway F is 24 m wide. The passenger terminal is located at Apron 1, so this is where commercial aircraft normally park. Taxiway F should be used for aircraft using Apron 1, i.e. lining up runway 01 should be done via backtrack.

Figure 2.4

2.3.2.4 IFR clearance IFR departures that will be sent to ACC are normally cleared via flight planned route at FL60 (OW-TWR may clear traffic via N866 southbound direct DEPEX – N866 without prior coordination). IFR departures that will be sent to TMC are normally cleared via LNA, then flight planned route at 4000 ft.

2.3.2.5 VFR flights Individual transponder codes should be issued to all VFR flights on flight plan, and if desired to other VFR traffic. The traffic circuit is normally east of the runway, i.e. left-hand circuit runway 19 and right-hand circuit runway 01. The circuit altitude is normally 1000 ft (except east of the runway during September to April; during this period the circuit is flown at 700 ft). VFR entry/exit points are ROMFARTUNA, BJORKSTA (Björksta), GOLFBANAN, and VIKHUS. VFR holding points are holding WEST and holding EAST. Within the CTR there is one uncontrolled VFR/GA airfield – Johannisberg (ESSX). This airfield is surrounded by an Aerodrome Traffic Zone (ATZ). An ATZ may only be entered in connection with take-off and landing at the concerned aerodrome. Flights to ESSX will be told to leave the TWR frequency for UNICOM when approaching ESSX.

2.3.2.6 Separation Normal separation minima apply in Västerås CTR and TMA sector Västerås. The airspace is class C.


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2.3.2.8 Coordination and handoff procedures OW-TWR provides approach control service to ESOW and ESSU. Arriving IFR traffic will normally be cleared to FL70 when handed off to OW-TWR, if handled by ACC, or to 5000 ft if handled by TMC. Inbound clearance issued by ESOS will normally be given via LE/RD for runway 19/01. OW-TWR will relay messages between ACC/TMC and SU-AFIS. Departing VFR traffic on flight plan is coordinated with the receiving controller, workload permitting. Departing VFR traffic without flightplan that will remain in uncontrolled airspace is instructed to leave the frequency when leaving the CTR and may be informed which frequency to use for further clearance and flight information, if requested.

2.3.2.9 Flights to/from ESSU Since ESSU is only manned by an AFIS unit it cannot issue its own IFR clearances. Instead the AFIS only forwards clearances from relevant controllers. SU-AFIS will ask OW-TWR for a clearance for departing IFR. Clearance will normally be given via flight planned route to FL60 for flights towards ACC and 4000ft via COR for flights towards TMC. If clearance cannot be given according to this OW-TWR shall coordinate with the relevant controllers.

2.3.2.10 Phraseology – Departure Information For turbine engine aircraft this information is given when requesting start-up, and for piston engine aircraft it is given when requesting taxi. Temperature is only given to turbine-engine aircraft. Braking action, runway conditions and RVR is specified when appropriate. The syntax is: (callsign), START UP APPROVED, [DEPARTURE] RUNWAY (number), WIND (number) DEGREES (number) KNOTS, QNH (value), [TEMPERATURE [MINUS] (number)], [RVR (number) METRES], [BRAKING ACTION (specify)], [(runway conditions)].


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2.4 ESCM – Uppsala

2.4.1 General

2.4.1.1 About the airport From 1943 to 2003 the airport at Ärna outside of Uppsala was home to the F 16 air force wing. F 16 is now closed but some military flight training is undertaken at the airport. The future of the airport is uncertain – one vision is to open the airport for charter and low cost airlines. Seven air traffic controllers and two assistants are employed at Uppsala. Note: If no METAR for ESCM is available, use the METAR for ESSA.

2.4.1.2 Airport restrictions ESCM is available to military VFR and IFR flights, and to civil VFR flights. Note: In the default Flight Simulator scenery, no approach navaids are available at ESCM. However, with the latest addon scenery, ILS and NDB for RWY 21 is available.

2.4.1.3 Notes about military traffic • Swedish military traffic may use feet or metres when referring to altitudes and heights

(1000 ft = 300 m), nautical miles (NM) or kilometres (km) when referring to horizontal distances (1 NM = 2 km) and knots or kilometres per hour (kmh, 1 knot = 2 kmh) when referring to speed.

• QFE may be used below the transition altitude. To obtain QFE for ESCM, subtract 2 hectopascals from the QNH value (i.e. QNH 1005 = QFE 1003).

• For take-off and landing, wind direction and speed may be expressed as the angle from the runway and the strength in knots or kmh (the latter is used when the aircraft is using metres and kmh). Example: Runway 21 in use and the wind is 230°/10 knots. This is expressed as “wind from right 20 degrees, 10 knots” (or “20 kilometres” if using kmh).

• When communicating with military aircraft, the units metres, kilometres, and kilometres per hour may be omitted, if there is no risk for confusion.

• Military aircraft may fly in different formations, normally with two to four aircraft. When this is done the leading aircraft should squawk its assigned transponder code, and the other aircraft in the group should squawk standby. All aircraft in the group will receive individual transponder codes, to be used when/if splitting up the group.

• At military airports, the ATC frequencies are called “channels”. TWR has channel A (Alpha) and TMC has channel C (Charlie). The frequency that corresponds to each channel is listed on military approach plates. On VATSIM, this information should be included in the ATIS, i.e. “channel A” for CM-TWR. (See paragraph 2.4.2.12 and 2.4.2.13.)

Note: The conversion factors above are approximate, but accurate enough for the purpose of ATC.


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2.4.2 Uppsala Tower (CM-TWR)

2.4.2.1 Position description TWR controls and separates the traffic within Uppsala CTR (which extends up to 2000 ft/600 m) and Stockholm TMA Sector Uppsala (1200-4500 ft/365-1350 m). The sector is normally not affected by traffic to any airports other than ESCM/ESKC. The minimum radar vectoring altitude is 1700 ft (500 m). When CM-TWR is closed, this sector is uncontrolled airspace, but on VATSIM it is normally covered by ARR-W. Departing aircraft contact TWR for start-up, clearance and taxi. Arriving IFR aircraft contact TWR when descending into TMA sector Uppsala as coordinated with ACC/TMC. VFR arrivals shall contact TWR before entering sector Uppsala. IFR departures are handed off to TMC/ACC when climbing as coordinated. VFR aircraft shall remain in contact with TWR until leaving sector Uppsala. There is one uncontrolled VFR/GA airfield within the CTR: Uppsala/Sundbro (ESKC). Since the airfield is located in controlled airspace, all aircraft using ESKC need a clearance from CM-TWR.

2.4.2.2 Start-up Civil turbine engine aircraft are recommended to request permission for engine start (this is normally not done by military jets). TWR will give departure information at request for start-up. (See paragraph 2.3.2.10 for an explanation.) If a slot time has been assigned, start-up can be denied by ATC, if start-up has been requested too early or too late. This is not a problem we have on VATSIM, so there is normally no reason to deny or delay a request for start-up. It is possible, however, that slot times and start-up restrictions will be used during special events. In that case the procedures to be used with regard to this will be published when required. At the request for start-up, TWR should prepare and if necessary coordinate the IFR clearance with affected controllers.

2.4.2.3 Taxi and parking Military jet aircraft are normally parked on Apron Central. Other military aircraft are parked on Apron West or East. A de-icing apron is situated approximately 300 m from threshold runway 21. A hovering way connects Apron East to grass runway 17/35 (marked by triangles in the chart on the next page). For military traffic, a clearance to land also constitutes a clearance to vacate the runway at the runway end and taxi to stand. Crossing a runway, however, always requires a specific clearance.


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Figure 2.5

2.4.2.4 IFR clearance Because there are no SIDs or agreed levels, all IFR flights that affect other controllers must be coordinated, and clearance obtained from the relevant controller.

2.4.2.5 VFR flights Individual transponder codes should be issued to all VFR flights on flight plan, and if desired to other VFR traffic. Right-hand circuit is used when runway 26 is in use. VFR entry/exit points are JUMKIL, SKUTTUNGE, VATTHOLMA, FRÖTUNA, DANMARK, UPPSALA-NÄS and SKOGS-TIBBLE. VFR holding points are established at BÄLINGE, STORVRETA, VAKSALA, RONDELLEN and LÄBY. Flights to ESKC will be told to leave the TWR frequency for UNICOM when approaching ESKC, and asked to report back to TWR when on the ground. Flights from ESKC shall contact TWR before take-off for clearance. When clearance is received the aircraft will be instructed to use the UNICOM frequency until leaving the ESKC area. Local flights at ESKC shall contact TWR before take-off for clearance, and will be instructed to report back to TWR when the flight is completed.


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2.4.2.6 Military jet departures Standard departure routes for military jets have been established to avoid noise-sensitive areas. After departure the aircraft flies straight ahead for a specified distance, and then turns towards north/northwest. See Table 2.6 below.

Runway Distance on RWY TRK

Turn direction

Heading after turn

03 2 km/1 NM Left 360 08 1 km/0.5 NM Left 350

21 3 km/1.5 NM Right 300 26 2 km/1 NM Right 290

Table 2.6 When at distance 12 km (6 NM) from ESCM, give further clearance towards destination.

2.4.2.7 Instrument approaches Instrument approach procedures at ESCM are available for military traffic only (not published in AIP). NDB+MILS or NDB RWY 21:

• ILS CM 109.10 MHz • Uppsala NDB (UP) 366 kHz • MSA, MAG BRG from UP:

360°-090°: 2300 ft MSL (670 m QFE) 090°-180°: 1900 ft MSL (550 m QFE) 180°-270°: 1900 ft MSL (550 m QFE) 270°-360°: 1700 ft MSL (470 m QFE)

• Holding: At NDB UP, inbound track 209°. Minimum altitude 2100 ft MSL (640 m QFE). Right turns. Outbound time 1 minute.

• Racetrack: On LOC CM, abeam NDB UP, inbound track 211°. Right turns. Outbound time 1.5 minutes.

• Approach procedure NDB+MILS: Descend in racetrack to 2040 ft MSL (600 m QFE). Intercept ILS, inbound course 211°. Cross abeam NDB UP at 1700 ft MSL (500 m QFE).

• Approach procedure NDB: Descend in racetrack to 2040 ft MSL (600 m QFE). When established on final approach track 209° descend to 1700 ft MSL (500 m QFE). After passing NDB UP (FAF), descend to MDA 500 ft MSL (430 ft / 130 m QFE). MAPt at THR, 5.2 NM (9.6 km) after UP.

• Minima: NDB+MILS: 340 ft MSL (270 ft / 80 m QFE). NDB: 500 ft MSL (430 ft / 130 m QFE).

• Missed approach: Climb straight ahead to 2040 ft MSL (600 m QFE), turn right to UP climbing to 2100 ft MSL (640 m QFE).

MILS RWY 21: Same as NDB+MILS RWY 21 except:

• Pilot requests MILS approach • ATS radar vectors to final approach • Pilot reports "established" • ATS requests pilot to reduce speed at distance 13 NM (24 km) • ATS radar monitors and notifies distance at 5.4 NM (10 km)


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• Cross distance 5.4 NM (10 km) at 1760 ft MSL (520 m QFE) • Missed approach: Climb straight ahead to 2040 ft MSL (600 m QFE), turn right to

019°. • NDB not required

2.4.2.8 Visual approaches When radar vectoring for visual approach (see section 2.4.2.13 for examples):

• Civil aircraft are vectored to 10 NM (20 km) final and descended to 1700 ft (500 m). When the pilot reports field in sight, approach clearance is given.

• Military aircraft are vectored to 10 NM (20 km) final and descended to 2000 ft (600 m) QFE. The pilot can be cleared for visual approach even without the field in sight, as long as the ground is in sight and it is possible to continue visually (this is called “recognized”).

2.4.2.9 Formation flights Military aircraft often fly in groups of two to four aircraft, called a “two-ship”, “three-ship” etc. A two-ship can land together, but larger groups need to be split up before landing. To do this, radar vector the group to 10 NM (20 km) final. Instruct the leading aircraft (or leading two-ship if part of a larger group) to maintain present heading, and the following aircraft (or two-ship) to turn at least 30° (away from the field). Vector the “turned” aircraft for a new approach. (See paragraph 2.4.2.13.)

2.4.2.10 Separation Normal separation minima apply in Uppsala CTR and TMA Sector Uppsala. The airspace is class C. Minimum radar separation for military/formation flights is 5 NM (10 km). Note: Naturally, no separation is applied within a formation flight, regardless of flight rules and time of day.

2.4.2.11 Coordination and handoff procedures On arrival, ARR-W normally gives clearance towards UP (civil traffic) or to overhead ESCM (military traffic), descending to 5000 ft (1500 m). Arriving aircraft shall be handed over to TWR no later than the sector Uppsala border. All departing flights affecting other TMA sectors or ESOS ACC must be coordinated with affected controllers. Departing VFR traffic without flightplan, that will remain in uncontrolled airspace, is instructed to leave the frequency when leaving the CTR, and may be informed which frequency to use for further clearance and flight information, if requested.

2.4.2.12 Phraseology This paragraph will focus on the phrases used by military jets. WF15 is two JAS 39 Gripen, in this example departing towards Luleå/Kallax (ESPA) The flight leader will talk to ATC, but the wingman will also comply with the instructions. The phraseology for a single aircraft is virtually the same; just omit “two-ship”. Metres/kilometres and kmh are used in this example,


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however, it is recommended that you agree with the pilot which units to use, as many pilots use feet and knots instead. WF15: Tower, two-ship Wolf 15 and Wolf 24 request taxi. TWR: Two-ship Wolf 15 runway 21, QFE 1023. Wolf 15 squawk 6025, Wolf 24 squawk 6026. WF15: Runway 21, QFE 1023, squawk 6025, two-ship Wolf 15. WF24: QFE 1023, squawk 6026, Wolf 24. TWR: Two-ship Wolf 15, clearance; straight ahead 3 kilometres, then heading 300. Climb to 600 metres. WF15: Straight ahead 3 kilometres, then heading 300. Climb to 600 metres, two-ship Wolf 15. TWR: Two-ship Wolf 15, wind from left 10 degrees, 20 kilometres. Cleared for take-off. WF15: Cleared for take-off, two-ship Wolf 15. TWR: Two-ship Wolf 15, radar contact. Cleared towards Kallax 10 000 metres standard. WF15: Cleared towards Kallax 10 000 metres standard, two-ship Wolf 15. TWR: Two-ship Wolf 15, contact Sweden Control 118 decimal 4. WF15: Contact Sweden Control 118 decimal 4, two-ship Wolf 15. 118 decimal 4 push. WF24: Two. Note 1: “Runway 21” has the same meaning as “taxi to holding point runway 21.” Note 2: “Push” indicates to the wingman that he should switch to the new ATC channel. “Two” is the wingman’s reply. In this example the same two-ship is approaching ESCM from uncontrolled airspace in the northwest, and will be vectored for a visual approach. When lined up on final, the two-ship will be split up. WF15: Tower, two-ship Wolf 15 and Wolf 24, position 40 kilometres northwest of Uppsala, 1500 metres. TWR: Two-ship Wolf 15, radar contact, cleared towards overhead (Uppsala) 1500 metres, QFE 1023. Intention vectoring for visual approach runway 21. WF15: Cleared to overhead (Uppsala) 1500 metres, QFE 1023, two-ship Wolf 15. TWR: Two-ship Wolf 15, fly heading 090. WF15: Heading 090, two-ship Wolf 15. TWR: Two-ship Wolf 15, turn right heading 180, set QF-Echo 1020, descend to (height) 600 metres. WF15: Turn right heading 180, set QF-Echo 1020, descend to (height) 600 metres, two-ship Wolf 15. TWR: Two-ship Wolf 15, turn right heading 210. WF15: Turn right heading 210, two-ship Wolf 15. TWR: Two-ship Wolf 15, split up. Aircraft Wolf 15, continue present heading. Aircraft Wolf 24, turn right heading 250. WF15: Continue present heading, Wolf 15. WF24: Turn right heading 250, Wolf 24. TWR: Wolf 15, distance 20 (kilometres) (to touch-down). WF15: Wolf 15. Recognized. TWR: Wolf 15, cleared visual approach direct runway 21. WF15: Cleared visual approach runway 21, Wolf 15. TWR: Wolf 15, runway 21, cleared to land, wind from left 30 degrees, 16 kilometres. WF15: Runway 21, cleared to land, Wolf 15. WF15: Wolf 15, runway vacated. TWR: Wolf 15.


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“Recognized” means that the pilot can see where he is and can continue visually. If the pilot does not report recognized before reaching the CTR border: TWR: Wolf 15, reduce speed, report gear down and locked. WF15: Wilco. WF15: Wolf 15, recognized, gear down and locked. TWR: Wolf 15, cleared visual approach runway 21. WF15: Cleared visual approach runway 21, Wolf 15. Note: Military pilots may also report field in sight, but they are only required to be “recognized” in order to start a visual approach.


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2.5 ESSU – Eskilstuna

2.5.1 General

2.5.1.1 About the airport Eskilstuna is mostly used by light aircraft for flight training, which total around 9000 movements each year. Additionally approximately 1000 movements per year are accounted for by taxi and ambulance flights, as well as military traffic. Note: If no METAR for ESSU is available, use the METAR for ESOW.

2.5.2 Eskilstuna Information (SU-AFIS)

2.5.2.1 Position description AFIS provides traffic and weather information to aircraft within Eskilstuna TIZ, which extends to 1500 ft, and is located close to Västerås CTR, below TMA sector Västerås. Departing aircraft contact AFIS for start-up, clearance and taxi. Arriving IFR aircraft contact AFIS when lined up on final approach, or when making a full procedure approach. VFR arrivals shall contact AFIS before entering the TIZ. After departure IFR switch frequency as instructed. VFR aircraft shall remain in contact with AFIS until leaving the TIZ.

2.5.2.2 Start-up Turbine engine aircraft are recommended to report when ready for engine start. AFIS will give traffic and departure information at this time. AFIS will not approve or deny start-up. (See section 2.5.2.9.) At the request for start-up, AFIS should obtain IFR clearance from OW-TWR.

2.5.2.3 Taxi and parking There is one single apron which is connected to the runway via taxiway A (width 23 m) around 700 m from the runway 36 threshold. Taxiway B (width 7.5 m) south of taxiway A also connects to the runway. Thus, the only way to line up on the runway is via backtrack. AFIS does not issue taxi clearances.

2.5.2.4 IFR clearance AFIS obtains the ATC clearance from OW-TWR. Since AFIS is not an ATC unit, it does not issue clearances on its own.

2.5.2.5 VFR flights VFR entry/exit points are BALSTA, LINDÖN, TOBO and STENKVISTA. VFR holding points are holding WEST and holding EAST.


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2.5.2.6 Separation Eskilstuna TIZ is class G airspace, and thus no separation is provided.

2.5.2.7 Coordination and handoff procedures Handoffs to AFIS:

• AFIS should be informed by OW-TWR of arriving IFR traffic at least 10 NM from touch-down. Aircraft shall be instructed to change frequency to SU-AFIS at least 6 NM from touch-down, or when overhead NDB LX or NN performing a full procedure approach. Aircraft may contact AFIS temporarily at an earlier time for weather information.

• AFIS may be informed of arriving VFR traffic, but this is not required. Handoffs from AFIS:

• All departing and local IFR traffic shall be coordinated with OW-TWR, when this position is open.

• Departing IFR traffic should be instructed to switch frequency as soon as practical after departure. Depending on which positions are open and the route of flight, it will be either to OW-TWR, ARR-W or ACC.

• Departing VFR traffic on flight plan will be instructed to contact the relevant controller when leaving the TIZ. Departing VFR traffic without flightplan, that will remain in uncontrolled airspace, is instructed to leave the frequency when leaving the TIZ, and may be informed which frequency to use for further clearance and flight information, if requested.

2.5.2.8 Phraseology Most AFIS phraseology is identical to “normal” ATC phraseology (this includes the phraseology for traffic information and meteorological information). This paragraph lists the most important AFIS phrases. When reporting ready to taxi (for turbine-engine aircraft when reporting engine start-up), AFIS will give information as detailed below. Temperature is only given to turbine-engine aircraft. Braking action, runway conditions and RVR is specified when appropriate. The syntax is: (callsign) NO REPORTED TRAFFIC (or TRAFFIC (details), START UP AT OWN DISCRETION), SUGGEST RUNWAY (number), WIND (number) DEGREES (number) KNOTS, QNH (value), [TEMPERATURE [MINUS] (number)], [RVR (number) METRES], [BRAKING ACTION (specify)], [(runway conditions)] Example 1: Swedeforce 08, no reported traffic, suggest runway 18, wind 210 degrees 10 knots, QNH 1023, temperature 17. Example 2: Sierra Echo Kilo Delta Kilo, traffic is a Cessna 172 in the traffic circuit, start up at own discretion, suggest runway 36, wind 070 degrees 12 knots, QNH 994, temperature minus 2, braking action good. Taxi: (callsign), RUNWAY (number) AVAILABLE FOR TAXIING AND LINE UP. REPORT WHEN READY.


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IFR clearance: IFR clearance is transmitted by AFIS just as if it were TWR. Take-off: [WIND (number) DEGREES (number) KNOTS], RUNWAY (number) FREE. On arrival, IFR aircraft contact AFIS when established on final: (callsign), NO REPORTED TRAFFIC (or TRAFFIC (details)), RUNWAY (number) FREE, WIND (number) DEGREES (number) KNOTS. After landing, AFIS transmits the landing time: (callsign), LANDING TIME (number). Note: AFIS uses the phrases SUGGEST and RUNWAY FREE. The word CLEARED is only used by AFIS when relaying clearances from ATC. If a pilot does not seem to realise that AFIS and not TWR service is offered, use this phrase: AERODROME CONTROL SERVICE NOT [REPEAT NOT] AVAILABLE.


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3 Approach and area control 3.1 General

3.1.1 Airspace structure Stockholm TMA covers the Stockholm, Uppsala and Västerås area, including ESSA, ESSB, ESOW, ESCM and ESSU airports. In the south, the TMA borders Östgöta TMA and ESKN airport. The floor of Stockholm TMA varies between different sectors and is between 1200 ft and 4500 ft (FL65 in the sector towards the FIR border to Finland). The TMA reaches up to FL95, which is the floor of Suecia CTA. Below the TMA are ESSA, ESSB, ESOW and ESCM control zones, as well as ESSU TIZ. In the TMA, ATC is provided by Stockholm TMC, in some sectors all the way up to FL195. In sector Uppsala and sector Västerås, the ATC duties are delegated to CM-TWR and OW-TWR respectively. Above and around the TMA, ATC is provided by ESOS ACC.

3.1.1.1 Airspace classes Stockholm TMA and the control zones below are class C airspace. Below the TMA, except in control zones, is class G, i.e. uncontrolled airspace. Pilots are not required to establish radio contact with ATS, except in TIZ, where the AFIS unit must be contacted before entering. ATC will provide traffic and meteorological information to pilots in uncontrolled airspace, if requested.

3.1.2 Agreed levels

3.1.2.1 General There are standardized flight levels for handoffs between ACC and TMC for aircraft arriving at or departing from ESSA or ESSB. These are called agreed levels. When aircraft are cleared to these levels and no conflicts exist, no coordination is needed between controllers.

3.1.2.2 Departures ESSA • FL140: Jet traffic towards ARS • FL180: All other jet departures • FL120: Low speed traffic 0700-2200 local time • Flight planned level: if lower than the above levels

Note 1: Low speed traffic includes all propeller aircraft except Saab 2000, Dash 8 Q400 and C-130 (in flight plan called SB20, DH8D and C130). Note 2: Low speed traffic is climbed to “jet levels” 2200-0700 local time.


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3.1.2.3 Departures ESSB • FL180: Departures towards ALOLA, RESNA and NTL • FL100: All other departures

3.1.2.4 Arrivals The table below shows the agreed levels for arrivals to ESSA and ESSB for the listed TMA entry points. They are valid for handoff from ACC to the first TMC position. Note that these levels do not imply any crossing restrictions – the only restrictions are the maximum flight levels published in the STARs.

Agreed level ARS ELTOK HMR XILAN NILUG TRS TINKA ESSA: Jet N/A FL110 FL100 FL120 FL110 N/A N/A

ESSA: Low speed N/A FL90 FL100 FL120 FL110 N/A N/A ESSB: All traffic FL90 N/A FL140 FL120 N/A FL110 FL90

Table 3.1 Note 1: There are no ESSA arrivals via ARS, TINKA or TRS, and no ESSB arrivals via ELTOK or NILUG. Note 2: Coordination is required för arrival via ALOLA, as no agreed level exists. Note 3: For arrival, all propeller aircraft except Saab 2000, Dash 8 Q400 and C-130 are considered low speed traffic (called SB20, DH8D and C130 in flight plan).

3.1.3 Sectors

3.1.3.1 General Stockholm TMA is divided into three main parts; an eastern, a western, and a southern part, called sector E (east), sector W (west) and sector S (south). The sector border between sector E and sector W is basically a line going from HMR, then slightly west of ESSA, to the northwest corner of ESSB CTR. Sector Västerås and Uppsala are in/below sector W. Sector S is the part of the TMA where ESSB is situated. There are also different vertical limits to the sectors. Sector S generally extends from GND to FL105, and sector W and E extend from GND to FL195 in general.


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3.1.3.2 Sector W

Figure 3.1 ESCM, ESOW and ESSU are located within sector W. OW-TWR will handle sector Västerås up to FL65, and CM-TWR handles sector Uppsala up to 4500 ft. The rest of the sector, as depicted above, is handled mainly by ARR-W.


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3.1.3.3 Sector E

Figure 3.2 Sector E, as depicted above, is mainly handled by ARR-E.


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3.1.3.4 Sector S

Figure 3.3 Sector S, as depicted above, is mainly handled by APP-S.

3.1.3.5 Permanent sub-sectors There are two sub-sectors that should be treated as permanent. SIGTUNA (GND-FL195) Deviation from SID is not permitted to overfly SIGTUNA regardless of altitude. GNESTA (FL65-FL95) Unless otherwise coordinated with ÖKC, this sector is delegated from ÖKC to APP-S.


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Figure 3.4

3.1.3.6 Operational sub-sectors There are a number of sub-sectors (not shown in the illustrations above) that will become effective when more than one APP sector is open. These sectors are used to reduce the need for coordination between the different APP sectors by letting one sector operate in airspace normally controlled by another sector without prior coordination (other than informing that the relevant sub-sector is now effective). The following sectors are available (all included in EuroScope under Geo in Display Settings):


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01W (3500ft-FL65) Is to be used when landing 01R/L at ESSA. ARR-W/DIR using airspace normally belonging to APP-S. ARR-W/DIR are allowed to vector to sector boundary, APP-S shall adjust accordingly. 01E (3500ft-FL65) Is to be used when landing 01R/L at ESSA. ARR-E/DIR using airspace normally belonging to APP-S. ARR-E/DIR are allowed to vector to sector boundary, APP-S shall adjust accordingly. 01S (FL85-FL105) Is to be used when landing 01R/L at ESSA. ARR-E using airspace normally controlled by APP-S. 19LE (GND-FL195) Is to be used when E-SIDs are used from 19L. ARR-W using airspace normally belonging to ARR-E.

Figure 3.5


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19S (FL65-FL105) Is to be used when runway 19L/R is used at ESSA. APP-S using airspace normally belonging to ARR-E. 0819 (see figure 3.6) Is to be used when using non-standard configuration ARR 08/DEP 19L. Airspace delegated according to chart.

Figure 3.6 A08 (see figure 3.7) Is to be used when using non-standard configuration departure and arrival runway 08. Airspace delegated according to chart.


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Figure 3.7 D08V (see figure 3.8) Is to be used when runway 08 (left turn) is used for departures. ARR-W using airspace normally belonging to ARR-E. D08H (see figure 3.8) Is to be used when runway 08 (right turn) is used for departures. ARR-W using airspace normally belonging to ARR-E.


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Figure 3.8 OW (4500ft-FL65) OW-TWR is controlling the airspace when open. Boundaries are the same as as for TMA sector Västerås as shown in Figure 3.1 (GND-FL65 sector). SB (to be coordinated) SB-TWR is using airspace normally controlled by APP-S. The sector boundaries are the same as for SB CTR and the upper limit shall be coordinated between SB-TWR and APP-S. APP-S shall then inform sectors affected.

3.1.3.7 MSA, AMA and minimum vectoring altitude The highest minimum sector altitude (MSA) in the Stockholm TMA area is 2200 ft. Some sectors within the area have lower MSAs – check AIP charts for details. The area minimum altitude (AMA) in the area varies between 1900 ft and 2300 ft. As a general minimum vectoring altitude for the Stockholm TMA area, 2200 ft may be used. TMC may not vector aircraft to over-fly Arlanda or Bromma CTR below 2500 ft unless coordinated with the relevant TWR, as local VFR traffic may operate up to 2000 ft in CTR.


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3.2 Position descriptions

3.2.1 General Note: This chapter contains information that is relevant to all or most TMC controllers.

3.2.1.1 Separation Normal separation minima apply in Stockholm TMA. The airspace is class C.

3.2.1.2 Noise restrictions ESSA and ESSB are both surrounded by many noise restrictions. ESSB is only available during daytime, and at ESSA the runway combinations and departure and arrival routes are strictly regulated (for details, see paragraphs 2.1.1.2 and 2.2.1.2). At ESSA deviation from SID is not allowed below 6000 ft, except for low speed traffic 0700-2200 local time. Deviation from speed restrictions (i.e. “high speed”) may be given as low as 3000 ft using syntax “(callsign), free speed crossing 3000 feet”. However avoid doing this if the SID has a sharp turn, for example NOSLI4L from runway 08.

3.2.1.3 All IFR departures TWR updates “EST” in the DEP list before take-off, to indicate the departure sequence. At ESSA, aircraft are instructed to switch frequency as soon as practicable after take-off. At ESSB, instruction to switch frequency is given in connection with the take-off clearance. In the initial call to TMC after departure the pilot shall report the current altitude and the cleared altitude, to verify that the mode C altitude indication is valid.

3.2.1.4 Standard Instrument Departures (SIDs) The aircraft tag scratchpad will be left empty for aircraft following SID, as this is the standard procedure. Avoid giving shortcuts or lifting speed restrictions too early, because this may alter the flight path so it becomes unpredictable.

3.2.1.5 ESSA low speed departures 0700-2200 local time Most IFR propeller aircraft departing ESSA 0700-2200 local time are cleared to follow low speed departure routes instead of SIDs. SLOW is inserted by DEL into OP-TEXT to indicate that the aircraft has been cleared via a low speed departure route. TWR delivers these aircraft to TMC turned to the final heading, according to Appendix B, normally climbing to 3000 ft. When free of traffic, TMC clears the low speed departures to the relevant TMA exit point and climbs them to FL120, the agreed level, for handoff to ACC.


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3.2.1.6 ESSA “unable RNAV SID” departures Aircraft that are not FMS/RNAV equipped follow special instructions on the SID charts. These instructions consist of flying straight ahead for a certain distance, and then turning to a certain heading. Some of these routes lead directly to the appropriate TMA exit point, but most end with radar vectoring. To indicate that an aircraft is following the “unable RNAV SID” instruction, DEL inserts NFMS (as in “non FMS”) into OP-TEXT. Additionally, pilots should report that they are unable RNAV SID in the initial call to TMC. To encourage the use of SIDs, “unable RNAV SID” aircraft should – if workload permits – be vectored along the path of the SID in question. When appropriate the traffic is cleared directly to the TMA exit point and to the agreed level, for handoff to ACC.

3.2.1.7 Other IFR departures Pilots who are not able to fly a SID because they do not have charts or are not familiar with the “unable RNAV SID” procedure described above are given either a departure route based on vectoring or a direct route. The aerodrome controllers must coordinate all clearances of this kind with the affected TMC controller(s). If a vectored departure has been agreed on, the controller giving clearance will insert VECT into OP-TEXT. If a direct route to a point has been issued, the cleared point is inserted into OP-TEXT.

3.2.1.8 All IFR arrivals The aircraft tag scratchpad is left empty for aircraft following STAR. If a pilot is unable to fly a STAR and is told to expect vectoring, VECT should be inserted into OP-TEXT by the controller giving inbound clearance, to remind all affected controllers of this fact. The coordinated heading should also be set using AHDG, and in the case of direct routes the FLEG should be updated with the latest clearance. In case a STAR is not flown the actual clearance must also be coordinated with affected controllers. For arrivals with destination within Stockholm TMA, which have not been handled by and received inbound clearance from ACC, inbound clearance shall be given by the first TMC controller in contact with the flight. If ATC intends to use a different runway or approach procedure than previously instructed (or stated in ATIS), pilots and other affected controllers must be informed of this as early as possible.

3.2.1.9 Vectoring Aircraft may only be vectored inside controlled airspace and not below the minimum radar vectoring altitude, where one exists. Arrivals are normally vectored via downwind legs approximately 5 to 7 NM abeam the final approach track. Track miles (i.e. distance from touch-down) should be given to aircraft at least once before turning final, and aircraft should be informed whether vectoring will be in left-hand or right-hand circuit. (See chapter 3.2.9.)


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3.2.1.10 Descent Aircraft shall not be routed through uncontrolled airspace unless the pilot gives his approval. In such case traffic information shall be given. It is good practice not to descend aircraft too early, as low altitude flying increases fuel consumption, reduces ground speed, and increase noise pollution. Aim for 5000 ft at 16-20 track miles and FL70 at around 25 track miles (track miles = distance from touch-down). For longer distances, multiply by 3 the flight level divided by 10 to obtain the approximate track miles required (e.g. at FL150 the number of miles required for descent will be 15 x 3 = 45 NM).

3.2.1.11 Transition level and transition altitude The transition level (TRL) must be the same for the entire TMA. It follows that the lowest QNH in the area (i.e. the QNH at either ESSA, ESSB, ESCM, ESOW or ESSU) will be used to determine the transition level in Stockholm TMA. The TMC controllers should determine a common transition level for the TMA, according to the table below, and inform aerodrome controllers of current TRL. The transition altitude for all airports in the area is 5000 ft.

Lowest QNH (hPa)

TRL (FL)

<943 75 943-959 70 960-977 65 978-995 60 996-1013 55 1014-1031 50 1032-1050 45

>1050 40 Table 3.2

3.2.1.12 Speed control Speed restrictions are given mainly for separation purposes, but may also be given during approach vectoring to achieve appropriate speeds. The lowest speeds which may be requested are:

• from jet aircraft: 230 knots on departure and 160 knots on arrival • from prop aircraft: 150 knots • during approach: minimum approach speed

3.2.1.13 Visual approaches Visual approaches are not allowed at ESSA due to noise restrictions. At ESSB visual approaches are normally not performed. However, permission for a visual approach may be granted in exceptional cases (e.g. if a pilot is unable to follow an ILS approach but has the field in sight). Under special conditions aircraft can be cleared for visual approaches. Special conditions might include: ILS system unserviceable and CB-activity on final approach.


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3.2.1.14 P-RNAV STARs and RNP approaches P-RNAV STARs are available for runway 01L, 19R and 26 and may be used at ATC disretion or by pilot’s request. The use of P-RNAV STARs shall be coordinated between the affected TMC and ACC sectors. Note that the P-RNAV STARs do not specify a maximum level at the TMA entry points. Pilots are expected to adhere to the minimum levels specified in the P-RNAV STAR, unless specifically cancelled by ATC. RNP approaches, sometimes known as “curved approaches” are available for runway 01R and 26. These approaches are specially designed to reduce noise and flight distance. When flying an RNP approach the aircraft uses VNAV/LNAV (or similar) all the way down to the runway, i.e. no ILS or similar approach aids are used. This requires that both the aircraft and crew are certified to perform such approaches. On VATSIM no such requirements exist, however RNP approaches should not normally be used unless the pilot specifically asks for it, and the traffic permits.

3.2.1.15 Holding Arrivals should be put into the holds when there is too much traffic to provide a good and safe level of service. There are published holds at each IAF (TEB, ERK, BALVI and LNA for ESSA, and NB and OU for ESSB) and at each TMA entry point (TRS, NILUG, XILAN, HMR, ELTOK and ARS). There are also published holds at NAK and COR. Additionally, there are enroute holds outside of the TMA, that ACC may use when the TMA holds are full. Note: ACC is responsible for the holds at the TMA entry points, as well as the enroute holds. If a delay of 15 minutes or more is anticipated for an aircraft which will or has entered a holding pattern, expected approach time (EAT) should be transmitted. This is the time at which ATC expects that the aircraft will be able to leave the hold to commence the approach.

3.2.1.16 VFR flights There are a number of uncontrolled VFR/GA airfields below the TMA. Some are located in the CTR of controlled airports. Below is a list of the most important uncontrolled VFR fields in the area. Name (ICAO designator) Remarks Skå-Edeby (ESSE) ATZ, bordering ESSB CTR Johannisberg (ESSX) ATZ, bordering ESOW CTR Sundbro (ESKC) Within ESCM CTR Gnesta/Vängsö (ESSZ) Mostly gliding Eskilstuna/Ekeby (ESSC) Gliding only Norrtälje (ESSN)

Table 3.3 VFR aircraft may depart from manned or unmanned aerodromes and may fly with or without flight plan. The following applies to VFR flights:


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• VFR flights shall remain outside/below the TMA unless clearance has been received from the controller in the relevant sector.

• VFR flights that have clearance in one sector must not enter the next sector until clearance has been given by the receiving controller. Aircraft in controlled airspace shall be coordinated. System coordination may be used. For aircraft in uncontrolled airspace, transfer of radar label is sufficient coordination. Aircraft without flight plan must be manually coordinated with the receiving controller, or directed towards uncontrolled airspace instead.

• VFR flights that have departed a controlled airport will normally be cleared by TWR to the relevant CTR exit point, or to exit the CTR on course according to the flight plan. When leaving the CTR the aircraft will continue outside/below the TMA unless coordinated with the relevant controller. Aircraft on flight plan are normally handed off by TWR to the receiving TMC controller.

• VFR flights that have departed an AFIS airport will normally leave the TIZ via an exit point, or on course according to the flight plan, and will continue in uncontrolled airspace. Aircraft on flight plan are normally instructed by AFIS to switch frequency to the relevant TMC sector.

• VFR flights that have departed an unmanned airport shall remain in uncontrolled airspace until a clearance has been received by TMC. Aircraft with a filed flight plan may activate the flight plan with TMC (see paragraph 3.2.9.8).

• VFR flights arriving at a manned airport are cleared by TMC to an appropriate CTR/TIZ entry point, in Stockholm TMA normally at 1500 ft (although aircraft below 1500 ft are not climbed). At or before the entry point, the aircraft is instructed to switch frequency to TWR/AFIS.

• VFR flights intending to land at an unmanned airport are cleared to descend towards the airport, and to leave the frequency. Aircraft on flight plan are reminded to close flight plan after landing; alternatively it may be closed in the air (see paragraph 3.2.9.8).

3.2.2 ARR-E and ARR-W

3.2.2.1 General ARR-E and ARR-W are the main TMC positions. In general, ARR-E is responsible for sector E, and ARR-W is responsible for sector W. This includes, for ARR-W, traffic to/from the points KOGAV, ELTOK, ARS, DKR, NOSLI and TRS, and for ARR-E traffic to/from the points HMR, XILAN, BABAP, ALOLA and NILUG. ARR-E and ARR-W handle the airspace up to FL195 in general. For more detailed information see chapter 3.1.3. In cooperation with SA-TWR, ARR-W and ARR-E are responsible for selecting the active runways at ESSA. ARR-W is responsible for ESCM, ESOW and ESSU when these airports are not manned, and normally assumes the functions of CM-TWR, OW-TWR and SU-AFIS in these cases. ARR-W is also responsible for most westbound low speed departures from ESSA. ARR-W also handles ELTOK arrivals to ESSA. ESSB departures to ARS, KOGAV and RESNA are also handled by ARR-W. ARR-E is responsible for arrivals to ESSA, and provides final vectoring unless DIR is open. ARR-E also handles most ESSA departures into sector E, as well as ESSB departures into sector E.


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Traffic that affects APP-S, DIR or DEP’s traffic must be coordinated with the affected controller. When APP-S is closed, sector S is controlled by ARR-W. Note: For detailed information on duties for each runway combination at ESSA, see chapter 3.2.7.

3.2.2.2 ESSA missed approaches SA-TWR climbs all missed approaches to 4000 ft, turns them to heading 360, 090, 270 or 300 (depending on the runway in use), and hands over to ARR-W (when landing 01L, 19R or 26 and also 01R, if using ARR01R/DEP08) or ARR-E (when landing 19L, 08 or 01R, except ARR01R/DEP08). Therefore, do not descend arrivals below 5000 ft in the area that may be affected by missed approaches. (See chapter 2.1.4 and Appendix B for details.) ARR vectors missed approaches back into the arrival sequence.

3.2.2.3 Cooperation and coordination with DIR • When the DIR position is opened, inform DIR about runway in use, weather (winds,

CAT II, RVR etc.) and traffic conditions. • Alert DIR to changes in RVR, QNH etc. • Slow arrivals to manageable speeds such as 230, 210 and 180 knots. • If possible, descend all traffic to altitudes (not flight levels) before handing over to

DIR. • Be careful not to descend conflicting traffic to altitudes where DIR still has traffic. • DIR should not control more than 5 aircraft simultaneously, or as requested by DIR. • Establish a preliminary approach sequence before handing over to DIR, who will

determine the final sequence. • When holding in the TMA, aircraft number 1 and 2 in the hold may be sent to DIR,

who will determine when to start vectoring. • Alert DIR to any aircraft that may conflict with DIR’s traffic. • If traffic load permits ARR should coordinate with DIR to vector aircraft to (for

example) a base leg instead of the standard downwind leg as this will reduce flight distances for some inbounds significantly (ex. NILUG ARRs towards 01L).

3.2.2.4 ESSB departures ESSB departures into sector E are handed by SB-TWR directly to ARR-E, and must be coordinated in each individual case. Where no SID to the relevant exit point exists:

• Runway 12 towards ALOLA: via OU, left turn to ALOLA • Runway 30 towards ALOLA/NTL: via OU, right turn to track 080, radar vectoring to

ALOLA/NTL. If runway 01L/R is used for landing at ESSA it may be convenient to send the traffic in a left hand circuit, preferably via NB, track 200 for radar vectoring to the relevant exit point. In this case the clearance is first coordinated with APP-S.


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Runway 12 departures from ESSB into sector W are handed to APP-S and then to ARR-W (these can be delegated to DEP instead if desired). Runway 30 departures are handed directly to ARR-W.

3.2.3 DEP

3.2.3.1 General DEP does not have any designated airspace, but operates mainly in sector W. DEP is responsible for most jet departures from ESSA and some low speed departures. If desired, other traffic can also be delegated to DEP. When DEP is closed ARR-W assumes the duties of DEP. DEP must ensure that jet departures climb above arrivals and that vertical separation is achieved, where prescribed, and if not possible coordinate with ARR. Note: For detailed information on duties for each runway combination at ESSA, see chapter 3.2.7.

3.2.4 DIR

3.2.4.1 General DIR is responsible for final sequencing of arriving traffic at ESSA. When the traffic load is light, ARR-E assumes DIR’s tasks. DIR does not have any designated airspace, but controls traffic in airspace “owned” by ARR. Since DIR deals with a lot of vectoring, DIR should not control more than 5 aircraft simultaneously, but the actual number of aircraft accepted is at the controller’s discretion. Arrivals are handed off from ARR on the downwind leg at or descending to 5000 ft, and DIR transfers communication to TWR when the aircraft is established on the ILS and sufficiently separated. If holding in the TMA, aircraft number 1 and 2 in the hold may be sent by ARR to DIR, who will determine when to start vectoring.

3.2.4.2 ESSA glidepath intercept altitudes and FAP positions The glidepath intercept altitude for all approaches at ESSA is 2500 ft, except to runway 01R, where the intercept altitude is 4000 ft. The FAP position for all ILS approaches at ESSA is approximately 7.5 NM from the threshold, except for runway 01R, where the FAP is located approximately 12.5 NM from the threshold.

3.2.4.3 Separation The normal minimum separation on final approach is 3 NM.

• Minimum separation may be reduced to 2.5 NM, provided the braking action is good, ceiling is at least 1000 ft and the visibility is 5 km or more.

• Minimum separation with runway combination ARR26/DEP01L and ARR01R/DEP08-LT is 4.5 NM.

• Minimum separation during CATII/IIIA approach is 5 NM.


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• In order to leave room for a departure from the landing runway, increase separation between arrivals to 6.5 NM (5 NM in VMC).

• Wake turbulence separation shall also be applied where required.

3.2.4.4 Altitudes Since the numbers 2 and 3 are easily mixed up in radio transmission, avoid using both 2500 and 3500 ft. Instead use 2500 and 4000 ft. Be alert to the fact that departures from ESSB will climb to 3000 ft. Do not descend arrivals below 4000 ft unless it is certain that no conflict will exist.

3.2.4.5 Vectoring Normally, traffic is transferred to DIR on the downwind leg and vectored on a left or right base leg onto the localizer.

• Aircraft must be vectored so as to become established on the final approach course before reaching the FAP.

• >10 NM is an appropriate distance from the threshold for base legs. • If becoming established on LOC further out that normal, aircraft may be cleared to

descend with the ILS from a higher altitude than the nominal intercept altitude (approximately 4000 ft @ 13 NM, 5000 ft @ 16-20 NM).

• Aircraft may be vectored through the final approach track if desired. • Aircraft on opposite or intersecting tracks should be vertically separated as far as

possible. • Always be cautious: One mile extra separation is much better than one mile too little!

3.2.4.6 Speed control Speed control should be used to optimize the traffic flow. Longitudinal separation is achieved with greater ease when all aircraft in an approach sequence are flying at the same speed.

• Speed may be both increased and decreased, but avoid increasing from “flaps extended” speed to “clean” speed.

• Normally reduce to 210 knots on downwind and 180 knots on base. • ATC imposed speed restrictions are lifted at the FAP. • Pilots shall keep at least 160 knots until 4 DME, or inform ATC if unable (this

requirement is stated on the arrival charts). If necessary due to trailing traffic, inform pilots of this requirement.

3.2.4.7 Independent parallel approaches Independent parallel approaches will not be performed until further notice.

3.2.4.8 Coordination and handoff procedures Handoffs to DIR:

• Normally, arrivals are handed from ARR-W and ARR-E on their respective downwind legs, at or descending to 5000 ft, with speed 210 knots.


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• Other arrangements such as other speeds or straight-in approaches are possible, if accepted by DIR.

• When holding, aircraft number 1 and 2 in the hold may be sent to DIR who will determine when to start vectoring.

Handoffs from DIR:

• DIR hands off radio communications to TWR when aircraft are established on the ILS and sufficiently separated, no later than at 4 NM final. DIR retains the responsibility for separation until the aircraft has passed the runway threshold.

Coordination:

• If conflicts exist with ARR’s traffic, coordinate with the relevant controller. • When closing the DIR position, inform ARR-E of the current conditions. • When a missed approach is performed within 10 NM from the threshold, DIR shall

inform TWR of which runway the GA is made from, which aircraft is involved and the cleared heading. This is preferably done by the means of a message in the ATC channel, in the form of ”GA (runway), (callsign), (left/right turn to heading)”, e.g. ”GA RWY 01R, SAS123 R/T HDG 090.” TWR shall be informed as soon as possible of the reason for missed approach, and of any requests from the pilot.

• When a missed approach is performed where TWR handles the aircraft, the TWR controller shall inform all TMC positions in a similar way as shown above, stating runway and callsign, e.g. ”GA RWY 01R, SAS123.”

3.2.5 APP-S

3.2.5.1 General APP-S is responsible for sector S, including most ESSB traffic. APP-S handles the airspace up to FL105 in general. For detailed information see chapter 3.1.3. When APP-S is closed, the sector is controlled by ARR-W. Note: General advice on final approach vectoring, speed control etc. can be found in chapter 3.2.4.

3.2.5.2 ESSB missed approaches At ESSB, missed approaches follow the published missed approach procedure unless otherwise coordinated between SB-TWR and APP-S. The missed approach procedures at ESSB terminate at COR at 2500 ft. APP vectors missed approaches back into the arrival sequence.

3.2.5.3 ESSB approach intercept altitudes and FAP positions The intercept altitude for all approache procedures at ESSB is 2200 ft. However, aircraft making full procedure approaches are normally cleared down to 2500 ft and cleared for the approach from that altitude, when passing the respective locator “outbound”. The FAP is located approximately 6 NM from the threshold for both runway 12 and 30, so keep in mind


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when vectoring that aircraft should be established on final and in level flight at the ILS intercept altitude no later than at this point.

3.2.5.4 ESSB runway 12 in use Ensure that there are no conflicts with TINKA arrivals before climbing westbound departures above FL80. If runway 01L/R is used for landing at ESSA, make sure that ESSB arrivals are descended below the ESSA arrivals. HMR and XILAN arrivals are normally vectored from NAK in a right hand circuit. Departures into sector E (ALOLA/NTL/RESNA) are handled by ARR-E.

3.2.5.5 ESSB runway 30 in use Ensure that there are no conflicts with TINKA arrivals before climbing westbound departures above FL80. Departures towards ARS or RESNA are handled by ARR-W. Departures into sector E (ALOLA/NTL) are handled by ARR-E. If runway 01L/R is used for landing at ESSA, ARR-E may elect to route ALOLA/NTL departures in a left turn via NB for vectoring to the exit point. In this case, these departures are handled initially by APP-S, and ARR-E must coordinate the procedure with SB-TWR and APP-S.

3.2.5.6 Notes about AFIS at ESSB The following applies when AFIS is open at ESSB.

• SIDs and STARs may be used. • Separation is not provided by AFIS. • SB-AFIS should be informed of all traffic inbound to land at ESSB. • SB-AFIS will request and relay ATC clearances from APP-S. • APP-S shall inform SB-AFIS of arriving IFR traffic at least 10 NM from touch-down.

Aircraft shall be instructed to change frequency to SB-AFIS at least 6 NM from touch-down.

Note: See chapter 2.2.4 for more information about SB-AFIS.

3.2.5.7 Cooperation and coordination with SB-TWR Arriving IFR traffic shall be handed off not later than at 6 NM final in IMC and the CTR border in VMC. APP retains the responsibility for separation until the aircraft has passed the runway threshold. Arriving VFR traffic is cleared by APP to a CTR entry point at 1500 ft or below and contact TWR at that point. APP must be informed which runway is in use in order to select the correct entry point.


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3.2.5.8 Coordination with ÖKC Traffic from sector S towards Östgöta TMA shall be coordinated with ÖKC as soon as possible, no later than 5 minutes before entry in Östgöta TMA. The receiving sector transmits inbound clearance. For traffic from Östgöta TMA towards sector S, ÖKC gives clearance via to flight planned route and coordinates with APP-S. VFR traffic between sector S and Östgöta TMA above 2000 ft shall be coordinated.

3.2.6 ACC

3.2.6.1 General There are five ACC positions that are relevant to the Stockholm TMA area; ESOS-2, ESOS-4, ESOS-6, ESOS-7 and ESOS-8. The ACC controllers must work closely with the TMC controllers, and are responsible for issuing the correct inbound clearance to each aircraft arriving in Stockholm TMA, and descending arrivals to the agreed levels. ACC also handles enroute holdings, as well as holdings at the TMA entry points. The traffic should be delivered to TMC separated by at least 5 NM, as a flow towards each destination airport. If this is not possible, aircraft should be put in holding. No coordination between ACC and TMC is required for arrivals which follow standard/agreed procedures (i.e. a STAR for the active runway, descending to the agreed level). In all other cases (non-standard inbound clearances or flight levels), coordination with the relevant TMC sector is required. In these cases the aircraft label should be updated to indicate the clearance given, using the FLEG, AHDG, XFL or OP-TEXT.

3.2.6.2 ESOS-2 ESOS-2 covers TRS/NILUG arrivals and TRS departures. The sector sequences and descends arrivals cleared via the appropriate STAR to the agreed level. ESOS-2 is responsible for NILUG and TRS holding as well as PELUP enroute holding. ESOS-2 is controlled by ESOS-1 when not manned separately.

3.2.6.3 ESOS-4 ESOS-4 covers HMR arrivals RESNA departures. The sector sequences and descends arrivals cleared via the appropriate STARs to the agreed level. ESOS-4 is responsible for HMR holding. ESOS-4 has no approved frequency on VATSIM and is therefor always controlled by either ESOS-F or ESOS-3.

3.2.6.4 ESOS-6 ESOS-6 covers arrivals via XILAN and departures via NTL, BABAP and ALOLA. The sector sequences and descends arrivals cleared via the appropriate STAR to the agreed level.


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ESOS-6 is responsible for XILAN holding as well as NEKLA enroute holding. ESOS-6 is controlled by ESOS-1 when not manned separately.

3.2.6.5 ESOS-7 ESOS-7 covers arrivals via TINKA and departures via DKR, NOSLI and TINKA. The sector sequences and descends arrivals cleared via the appropriate STAR to the agreed level. ESOS-7 is controlled by ESOS-1 when not manned separately.

3.2.6.6 ESOS-8 ESOS-8 covers ELTOK/ARS arrivals and ARS and KOGAV departures. The sector sequences and descends arrivals cleared via the appropriate STARs to the agreed level. ESOS-8 is responsible for ELTOK and ARS holdings. ESOS sector 8 is also responsible for sector Västerås above FL65.

3.2.6.7 Östgöta TMC (ESSP_APP / ÖKC) ÖKC is responsible for Östgöta TMA up to FL95. This includes sector Nyköping which is just south of TRS, bordering Stockholm TMA sector S. There are no standard/agreed procedures with Stockholm TMC so all traffic (except VFR traffic below 2000 ft) has to be coordinated. For traffic from Stockholm TMA with destination in Östgöta TMA, inbound clearance is given by ÖKC to the pilot. For traffic from Östgöta TMA with destination in Stockholm TMA, ÖKC gives clearance via flight planned route and coordinates with APP-S.

3.2.7 ESSA runway combinations

3.2.7.1 General SA-TWR in cooperation with ARR-W and ARR-E are responsible for selecting the active runways. Details about the available options are in paragraph 2.1.1.2 and Appendix B. Obviously, the traffic flow in the TMA depends to a large extent on the runway combination, and so do the duties of the TMC controllers. Below, all the runway combinations normally used at ESSA are listed, along with the duties and responsibilities of each TMA sector controller for that particular runway combination. This chapter should be used in conjunction with Appendix B.

3.2.7.2 ARR 01R / DEP 01L (Peak, and off-peak in IMC) ARR-W Is responsible for sector 01W and may vector aircraft to the boundary without coordination. APP-S should adjust accordingly. ELTOK arrivals are descended to pass below the departure flow at or below FL70 and vectored into sequence and delivered to DIR on downwind, at or descending to 5000 ft with maximum speed 210 knots.


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Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 330 and climbed with regard to other traffic to the agreed level. DEP Is responsible for all jet departures except to NTL/BABAP. Climb departures above the arrival flow to the agreed level. Make sure the arrival track from ELTOK is passed above FL80. If this is not possible, coordinate with ARR-W. Low speed departures towards ARS, DKR, NOSLI and TRS are delivered by TWR on heading 230 and climbed with regard to other traffic to the agreed level. ARR-E Is responsible for sector 01E and 01S and may vector aircraft to the boundary without coordination (01E only). APP-S should adjust accordingly. ARR-E is responsible for arrivals to ESSA, except those arriving via ELTOK. Descend arrivals to not lower than 6000 ft (or equivalent, normally FL70 is used) until free of any departures. Jet departures to NTL/BABAP are delivered by TWR and are climbed with regard to arrivals to FL180. Low speed departures towards NTL and BABAP are delivered by TWR on heading 120 and climbed with regard to other traffic to the agreed level. DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.3 ARR 26 / DEP 01L (Off-peak, in VMC only) General Normally at least 4.5 NM separation is applied between aircraft on final runway 26, unless TWR requests otherwise. This is to give sufficient separation from runway 01L departures. P-RNAV STAR is available. ARR-W Is responsible for ELTOK arrivals. Both jet and low speed arrivals are descended to FL70 towards ERK and handed to ARR-E. Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 330 and climbed with regard to arrivals to the agreed level. DEP Is responsible for all jet departures except to NTL/BABAP. Departures towards KOGAV and RESNA shall maintain 5000 ft until free of arrivals from ELTOK. Low speed departures towards ARS, DKR, NOSLI, TRS, NTL and BABAP are delivered by TWR on heading 230. Low speed departures towards NTL and BABAP are climbed to 5000 ft and turned left to heading 150 and are then handed to ARR-E. Other low speed departures are climbed with regard to other traffic to the agreed level.


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ARR-E Is responsible for arrivals to ESSA, except those arriving via ELTOK. Jet departures to NTL/BABAP are delivered by TWR and are climbed with regard to arrivals to FL180. Low speed departures towards NTL and BABAP are delivered by DEP on heading 150 climbing to 5000 ft, for further climb to the agreed level, with regard to arriving traffic. DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.4 ARR 01L / DEP 08-LT (Off-peak) General TWR gives clearance via left turn SID (or low speed route). P-RNAV STAR is available. ARR-W Is responsible for sector 01W and may vector aircraft to the boundary without coordination. APP-S should adjust accordingly. ARR-W is also in charge of sector D08V. ELTOK arrivals are descended to pass below the departure flow. The longer SID track (to ARS/DKR) is passed at or below FL90 and the shorter SID track (to NOSLI/TRS) is passed at or below FL70. Arrivals are then vectored into sequence and delivered to DIR on downwind, at or descending to 5000 ft with maximum speed 210 knots. Low speed departures towards ARS, DKR, NOSLI and TRS are delivered by TWR on heading 250 and climbed with regard to other traffic to the agreed level. DEP Is responsible for all jet departures except to NTL and BABAP. SID traffic is climbed above the arrival flow from ELTOK. Jet departures to NOSLI/TRS should pass the arrival track at or above FL80 and jet departures to ARS/DKR should pass the arrival track at or above FL100. If not possible, coordinate with ARR-W. Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 330 and climbed with regard to other traffic to the agreed level. ARR-E Is responsible for sector 01E and 01S and may vector aircraft to the boundary without coordination (01E only). APP-S should adjust accordingly. ARR-E is responsible for arrivals to ESSA, except those arriving via ELTOK. Do not descend arrivals below 6000 ft (or equivalent, often FL70) until passing the extended centreline of runway 08, due to departing traffic. Alternatively, arrivals can be vectored east of TEB-ERK. Hand off arrivals to DIR at or descending to 5000 ft. Jet departures to NTL and BABAP are delivered by TWR and are climbed to FL180 with regard to other traffic. Low speed departures towards NTL and BABAP are delivered by TWR on heading 120 and climbed with regard to other traffic to the agreed level.


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DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.5 ARR 19L / DEP 19R (Peak) General APP-S is responsible for sector 19S. Jet departures to NTL/BABAP may conflict with traffic on missed approach from runway 19L, so they are cleared to follow track 186 until passing 2500 ft, then left turn to NTL (for vectoring to BABAP), climbing to 5000 ft. ARR-W ELTOK arrivals are vectored into sequence and delivered to DIR on downwind, at or descending to 5000 ft with maximum speed 210 knots. Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 290 and climbed with regard to other traffic to the agreed level. DEP Is responsible for all jet departures except to NTL and BABAP. SID traffic to KOGAV and RESNA is climbed above ELTOK arrivals. Low speed departures towards ARS, DKR, NOSLI and TRS are delivered by TWR on heading 270 and climbed with regard to other traffic to the agreed level. ARR-E Is responsible for arrivals to ESSA, except those arriving via ELTOK. TRS, XILAN and HMR arrivals are vectored into sequence and delivered to DIR on downwind, at or descending to 5000 ft. Jet departures to NTL and BABAP are delivered by TWR and are climbed to FL180 with regard to other traffic. Low speed departures towards NTL and BABAP are delivered by TWR on heading 120 and climbed with regard to other traffic to the agreed level. DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.6 ARR 19R / DEP 08-RT (Off-peak) General TWR gives clearance via right turn SID (or low speed route). P-RNAV STAR is available. ARR-W Is responsible for sector D08H. ELTOK arrivals are vectored into sequence and delivered to DIR on downwind, at or descending to 5000 ft with maximum speed 210 knots.


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Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 270 and climbed with regard to other traffic to the agreed level. DEP Is responsible for all jet departures except to NTL and BABAP. Departures to KOGAV and RESNA shall pass VOR ARL at or above 6000 ft (or equivalent flight level). If not possible, coordinate with ARR-W. Low speed departures towards ARS, DKR, NOSLI and TRS are delivered by TWR on heading 250 and climbed with regard to other traffic to the agreed level. ARR-E Is responsible for arrivals to ESSA, except those arriving via ELTOK. Do not descend arrivals below 6000 ft (or equivalent, often FL70) until passing the extended centreline of runway 08, due to departing traffic. Alternatively, arrivals can be vectored east of TEB-ERK. Hand off arrivals to DIR on downwind, at or descending to 5000 ft. Jet departures to NTL and BABAP are delivered by TWR and are climbed to FL180 with regard to other traffic. Low speed departures towards NTL and BABAP are delivered by TWR on heading 120 and climbed with regard to other traffic to the agreed level. DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.7 ARR 26 / DEP 19R (Off-peak) General P-RNAV STAR is available. ARR-W Is responsible for ELTOK arrivals which are delivered to ARR-E, jet arrivals descending to FL70 and low speed arrivals descending to 5000 ft. Low speed departures towards KOGAV and RESNA are delivered by TWR on heading 290 and climbed with regard to other traffic to the agreed level. DEP Is responsible for all jet departures except to NTL and BABAP. SID traffic to KOGAV and RESNA is climbed above ELTOK arrivals. Low speed departures towards ARS, DKR, NOSLI and TRS are delivered by TWR on heading 270 and climbed with regard to other traffic to the agreed level. ARR-E Is responsible for arrivals to ESSA. Receives ELTOK arrivals from ARR-W cleared to FL70 (jet traffic) or 5000 ft (low speed traffic). Hand off arrivals to DIR on downwind, at or descending to 5000 ft. Jet departures to NTL and BABAP are delivered by TWR and are climbed to FL180 with regard to other traffic.


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Low speed departures towards NTL and BABAP are delivered by TWR on heading 120 and climbed with regard to other traffic to the agreed level. DIR Receives traffic on the downwind leg for vectoring onto final.

3.2.7.8 ARR 26 / DEP 19L General The sector duties are identical to ARR 26 / DEP 19R, except that all departures must follow SID at night (low speed routes are not used). This combination includes both DEP19L-Q for use during day time and DEP19L-NIGHT for use at night.

3.2.7.9 Single runway operations / Non-standard runway combinations General Single runway operations or non-standard runway combinations may become necessary e.g. due to the failure of an ILS or runway lighting. These are not things we have to deal with on VATSIM, but we may have other problems such as an aircraft blocking a runway or pilots not being able to use runway 01R/19L because it is not in their scenery. We may also want to follow real-world NOTAMs regarding runway closures. However, since these runway combinations are so rarely used we have not published any specific procedures for them, other than the short notes below. These combinations are also listed in Appendix B. ARR 01L / DEP 01L and ARR 01R / DEP 01R The working description is essentially identical to ARR 01R / DEP 01L. ARR 01R / DEP 08-LT (In VMC only) The sector duties are identical to ARR 01L / DEP 08-LT. Minimum separation on final is 4.5 NM and the missed approach procedure is revised, to ensure separation from departures. ARR 19L / DEP 19L and ARR 19R / DEP 19R The working description is essentially identical to ARR 19L / DEP 19R. This combination includes both DEP19L-Q for use during day time and DEP19L-NIGHT for use at night. ARR 08 / DEP 08 Sector A08, D08V and D08H are in use. Left turn departures are used to KOGAV/RESNA and right turn departures are used to all other points. Arrivals are normally vectored in left hand circuit to avoid the departure flow, which is mostly southbound. Note that runway 08 has no ILS, so LOC/DME approach is used. ARR 26 / DEP 26 Procedures are similar to ARR 26 / DEP 01L. ARR 19R / DEP 19L-E ARR-W is responsible for sector 19LE. E SIDs are used, due to conflicts with missed approaches from 19L if using Q SIDs. (There are no E SIDs to KOGAV/RESNA, so ARS SID is given, for vectoring to KOGAV/RESNA.) Otherwise essentially identical to ARR 19L


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/ DEP 19R. This combination is used during night time with south-westerly winds, when the cloud base is too low to use runway 26 for landings. ARR 08 / DEP 19L-Q Q SIDs are used. Arrivals are normally vectored in left hand circuit to avoid the departure flow, which is mostly southbound. Note that runway 08 has no ILS, so LOC/DME approach is used.

3.2.8 Operations with less than all positions open

3.2.8.1 General On VATSIM, we extremely rarely have the heavy traffic conditions that warrant opening all the positions described above. Even in real life, when the traffic conditions are light, frequencies in Stockholm TMA are often “band-boxed”, meaning that one controller will handle several sectors.

3.2.8.2 Procedures When only ARR-E is open, that controller will cover the entire Stockholm TMA, including aerodrome control at all relevant airports within the TMA. More positions are opened, taking over their respective sectors, according to the priority order below.

3.2.8.3 Priority Here is the suggested priority order in which to open positions. Depending on traffic flows, training etc., another order may be preferable. The TWR at ESSA and ESSB have been included in this list because they are important for the logical division of tasks between controllers.

Number of open

positions Open position(s)

1 ARR-E 2 ARR-E, SA-TWR 3 ARR-E, SA-TWR, ARR-W/DEP/DIR/SB-TWR 4 ARR-E, SA-TWR, ARR-W, DEP/DIR/SB-TWR 5 ARR-E, SA-TWR, ARR-W, SB-TWR, DEP/DIR/APP-S 6 ARR-E, SA-TWR, ARR-W, SB-TWR, DEP, DIR 7 ARR-E, SA-TWR, ARR-W, SB-TWR, DEP, DIR, APP-S

Table 3.4 Note 1: When only ARR-E is open, log on as ESSA_APP. Note 2: When many positions are open, it is logical that there will be several aerodrome positions (such as GND and DEL) open as well, but this is not relevant for this table. Note 3: CM-TWR, OW-TWR and SU-AFIS may be opened if desired, regardless of other open positions.


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3.2.9 Phraseology

3.2.9.1 General This chapter includes phraseology which is useful when providing area and approach control.

3.2.9.2 IFR departures On initial contact with TMC after departure, the pilot shall include the actual altitude and cleared altitude. If following the “unable RNAV SID” instruction, this shall be included as well. If the pilot does not include the actual altitude in the initial call, ask for confirmation: REPORT ALTITUDE CONFIRM PASSING [ALTITUDE] (number) FEET If, due to traffic, a departing flight has to level off at the initial altitude, emphasize this on initial contact: MAINTAIN [ALTITUDE] (number) FEET WHEN REACHING, [reason] Example: Scanwing 315, radar contact. Maintain 3000 feet when reaching, traffic above.

3.2.9.3 IFR arrivals Inbound clearance is normally given by ACC, but may in certain cases be issued by TMC (i.e. if the pilot has not been in contact with ACC). The inbound clearance always includes the arrival route (STAR or other route) and arrival runway. (callsign), CLEARED TO (destination) VIA (STAR or point) FOR RUNWAY (number). Example 1: Nordex 002, cleared Arlanda via NILUG 1 Tango arrival runway 26. Example 2: Scandinavian 9004, cleared Arlanda via TEBBY and ERKEN for runway 19 right. When contacting DIR, pilots are normally instructed to use their callsign only, on initial contact: (callsign) CONTACT ARRIVAL 120 DECIMAL 5, USE CALLSIGN ONLY. Track miles and position in the arrival sequence is normally passed to pilots at least once: (callsign), NUMBER (number) IN SEQUENCE (or FOR LANDING), EXPECT (number) TRACK MILES. Example: Speedbird 781, you are number 5 in sequence, expect around 45 track miles.

3.2.9.4 Speed restrictions Speed instructions shall be given in whole tens of knots (200, 210, 220, 230 etc.). Since the radar display shows ground speed, it is often necessary to ask pilots to report their speed (it is understood that IAS is being referred to): REPORT SPEED High speed, no speed restriction:


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NO [ATC] SPEED RESTRICTION HIGH SPEED APPROVED, [UNTIL [FURTHER] ADVISED] [WHEN PASSING (altitude or point)], HIGH SPEED APPROVED When cancelling an ATC speed restriction: RESUME NORMAL SPEED SPEED AT OWN DISCRETION Here are some examples of phrases that are used when giving instructions to maintain specific speeds: REDUCE (or INCREASE) TO SPEED (number) KNOTS REDUCE TO MINIMUM CLEAN (or APPROACH) SPEED MAINTAIN SPEED (number) KNOTS [UNTIL [FURTHER] ADVISED] MAINTAIN SPEED (number) KNOTS [OR GREATER] [UNTIL (point)] WHEN REACHING (altitude or point), (instruction) Example: Austrian 311 Papa, when reaching 4000 feet, reduce to speed 180 knots.

3.2.9.5 Vectoring When vectoring, headings that end in zero or five shall be used (such as 355, 360, 005, 010). When it is not obvious, the reason for vectoring should always be given, for example: TURN LEFT (or RIGHT) HEADING (3 digits), (reason) [INTENTION] VECTORING [VIA LEFT (or RIGHT) DOWNWIND (or BASE)] FOR (type of approach aid) APPROACH RUNWAY (number) Example: KLM 1113, turn right heading 090, intention vectoring via right downwind for ILS approach runway 26.

3.2.9.6 Coordination When giving speed restrictions or headings, the pilot may be instructed to report the assigned speed or heading to the next controller, for coordination purposes. (callsign), [CONTACT AND] REPORT ASSIGNED SPEED (AND/or HEADING) TO (unit callsign) (frequency) Example: Speedbird 781, report assigned speed to Stockholm Control 123 decimal 750.

3.2.9.7 Holding Instructing a pilot to join a published holding pattern: (callsign), PROCEED TO (or JOIN) (name of holding or fix) HOLDING AT (level) Example: Sky Express 1024, join TEBBY holding at flight level 70. If it is necessary to specify the details of the holding pattern: (callsign), HOLD AT (name of holding or fix), INBOUND TRACK (3 digits), [RIGHT (or LEFT) HAND PATTERN] Example: Sky Express 1024, hold at TEBBY, inbound track 359, right hand pattern.


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3.2.9.8 VFR flights When dealing with VFR flights as an ACC or TMC controller, you will handle different kinds of flights, including departures from controlled (or AFIS) airports, departures from unmanned airports, arrivals to manned and unmanned airports, flights that transit your airspace, flights without a filed flight plan, pilots who request to file an abbreviated flight plan while airborne, and pilots who want to open or close a filed flight plan. Note: All flight plan changes below shall be performed only when requested by the pilot. See Appendix D for examples. Flight plan activation in the air: (callsign), [VFR or IFR] FLIGHT PLAN ACTIVATED TIME (time). Change of flight rules: (callsign), CHANGING YOUR FLIGHT PLAN TO VFR (or IFR) AT TIME (time). (callsign), IFR FLIGHT CANCELLED AT TIME (time). Closing of flight plan when airborne: (callsign), FLIGHT PLAN CLOSED TIME (time). When intending to land at an unmanned airfield with an open flight plan; reminder to report after landing to close flight plan: (callsign), STOCKHOLM CONTROL IS STANDING BY FOR LANDING MESSAGE.

3.2.9.9 Miscellaneous When two or more aircraft with similar callsigns are on the same frequency, so that there is risk of confusion, pilots should be advised of this: (callsign 1), CAUTION (or BE ADVISED), SIMILAR CALLSIGN [ON THE FREQUENCY], (callsign 2). Example: Scandinavian 1160, caution, similar callsign on the frequency, Scandinavian 160.


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4 Abbreviations/Glossary A ACC Area control centre AFIS Aerodrome flight information service AHDG Assigned heading (Eurocat 2000E) ALT Altitude Altitude Vertical distance above MSL AMA Area minimum altitude AOR Area of responsibility APP Approach or approach control service ARR Arrival ATC Air traffic control ATCC Air traffic control centre ATIS Automatic terminal information service ATS Air traffic service ATZ Aerodrome traffic zone C CDA Continuous descent approach CFL Cleared flight level CTA Control area CTR Control zone CAT Category (of ILS) D DEL Clearance delivery DEP Departure DIR Director (APP position which vectors and sequences traffic on

final approach) DME Distance measuring equipment E E East EAT Expected approach time F FAF Final approach fix FAP Final approach point FIS Flight information service FL Flight level FLEG Flight leg (calculated/displayed route in Eurocat 2000E) FMS Flight Management System ft Feet (1 ft = 0.3048 m) G GA General aviation GA Go-around


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GND Ground GS Ground speed H H Heavy (aircraft with MTOW of 136,000 kg or more) HDG Heading Height Vertical distance above the ground H/O Handoff or handover I IAF Initial approach fix IAS Indicated airspeed IFR Instrument flight rules ILS Instrument landing system IMC Instrument meteorological conditions K kg Kilogrammes km Kilometres kmh Kilometres per hour kt Knots (1 kt = 1.852 kmh) L L Left Light (WTC) Aircraft with MTOW of 7000 kg or less LOC Localizer LT Left turn LT Local time LVP Low visibility procedures M m Metres MAP Missed approach Medium (WTC) Aircraft with MTOW between 7000 kg and 136,000 kg MSA Minimum sector altitude MSL Mean sea level MTOW Maximum take-off weight N N North N/A Not available NFMS (in aircraft tag) Indicates aircraft is cleared via “non FMS/RNAV SID” Night (at ESSA) The time between 2200 and 0700 local time NIL None NM Nautical miles (1 NM = 1852 m) NOTAM A message that contains essential information for flight operations O OM Outer marker


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Q QFE Altimeter setting which will indicate zero when on the ground QNH Altimeter setting which will indicate elevation above MSL when

on the ground R R Right RNAV Area navigation RT Right turn R/V or R.V. Radar vector RVR Runway visual range RWY Runway S S South SID Standard instrument departure SLOW (in aircraft tag) Indicates aircraft cleared via low speed departure route SOP Standard operating procedures STAR Standard instrument arrival T TA Transition altitude TIA Traffic information area TIZ Traffic information zone TL Transition level TMA Terminal control area TMC Terminal control centre TRL Transition level TWR Aerodrome control tower U U/S Unserviceable UTC Coordinated Universal Time V VACC Virtual area control centre VACCSCA Scandinavian VACC VECT (in aircraft tag) Indicates aircraft is cleared via radar vectoring VFR Visual flight rules VHF Very high frequency VIP Very important person VMC Visual meteorological conditions VOR VHF omnidirectional radio range W W West WTC Wake turbulence category or wake turbulence categorization X XFL Exit flight level (Eurocat 2000E)


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Z Z Zulu time = UTC


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5 Appendices Appendix A – ESSA TWR Quick reference diagrams describing the procedures to be used at ESSA for each runway combination, including SIDs, low speed routes and missed approach procedures. Also includes tables used to determine the most appropriate runway combination. Appendix B – TMC Quick reference diagrams describing the procedures to be used at TMC for each ESSA runway configuration. Includes SIDs, STARs, agreed levels, low speed routes, descriptions of vectoring patterns for arrival and missed approach, and coordination procedures between TMC sectors. Also includes tables used to determine the most appropriate runway combination. Appendix C – ESSB TWR and TMC Quick reference diagrams describing the arrival and departure procedures for each runway at ESSB. Includes SIDs, STARs, agreed levels, VFR points, descriptions of vectoring patterns and missed approach procedures, and coordination procedures between TMC sectors. Appendix D – Phraseology Additional phraseology examples and explanations regarding phraseology are included in this appendix.

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