General recommendations

When flying within Denmark, some small things can make the experience great for everyone. Here is some great advice from the controllers in Denmark:

Charts

All charts can be found on Chartfox or the official page for the Danish ATC provider Naviair

Read the frequency

This may sound strange and a bit harsh, but it is essential for our controllers in busy events. If you do not read the room (or in this case frequency), you will most likely cause more stress for both controllers and your fellow pilots. Therefore make sure to:

Listen to the frequency before checking in. Audio for VATSIM can be a bit slow on frequency change during high-load
If you are requesting clearance when it is busy, please do not try to force into the frequency for a clearance. Once we get some aircraft departed, the frequency will quickly be calmer, so please be patient.

Be prepared

We can not say this enough - we all win by doing this. It is not unusual for us to issue an instruction that is far ahead in time, such as giving direct routing to a waypoint on the approach while still on a cruise. So make sure to prepare your charts and brief yourself before departure and landing.

Pushback

If you are restricted in any sort from performing the pushback as instructed, notify the controller as soon it's practically possible

All pushback shall be executed to the release point unless otherwise had been instructed.

If unsure, please do not hesitate to ask the controller before requesting the pushback.

Taxi

Taxi clearances to the runway are often given without a specific holding point. If it's the case, taxi to the most reasonable holding point. In most cases, this will be at the end of the runways or the locations which give the shortest backtracks.

If you receive the instruction "HOLD SHORT", we expect you to stop before entering/crossing the specified taxiway.

When entering or exiting the runway we expect all aircraft to stay clear of runway entrance. By not fully vacating or not holding short of the runway entry line, you will be occupying the runway and others may not take off or in the worst case instructed to go around

Report available at any holding point if you can and want to make an intersection departure. Tower will try to accommodate that as long as the traffic situation permits

IFR Departure

When airborne and contacting approach, establish the communication by:

Call up with callsign
Report the current altitude

This is to establish both communication and verify data that what we see on the radar is your aircraft.

If traffic permits, you can expect a direct to a waypoint along your route, also beyond the end of the SID. In short domestic flights, even a direct to the IAF (Initial Approach Fix) or waypoint on the expected star is not unusual. If you have a short flight time, we recommend to pre-plan and pre-program the expected arrival and approach before departing from the departure field.

Note: Also make sure to report your altitude also when you are in contact with top/down ATC (ATC covers both the aerodrome and approach sector).

IFR Arrival

An arrival clearance will be given before the end of your routing. A STAR and expected approach will be issued. A confirmation of what approach you can expect will be issued by approach on initial contact. If your destination does not have a STAR, expect vectors or direct to the respective points on the approach.

Some do and don't on arrival:

Descend

Do not descend without clearance, a STAR clearance is not a descend clearance

If you are ready to descend but haven't received clearance, report ready for descent shortly before reaching the Top of Descent (T/D).

Directs and vectoring

Do not ask for a direct, we always try to give the best direct we can when there is room for it. If you have not been given a direct that's most likely due to traffic ahead.

Expect also directs to waypoints along the STAR or on the approach procedures. We will give it to you when there is room for it.

Speed control

If no ATC speed restriction have been given, follow speeds according to the STAR. Also remember to maintain speed 250kt IAS below FL100.

Cleared for approach?

When cleared for approach via a transition point/IAF, you are also cleared to descend according to the procedure.

Report broken or outdated content

If you find any broken or outdated links, pages, documentation and similar. Do not hesitate to report it to denmark@vatsim-scandinavia.org.