Event Documentation Statistics, rules and event related items are found here Rules for "Vectors to Copenhagen" Below are rules and guidelines for Vectors to Copenhagen. These must be adhered to and followed by every member to ensure a smooth event. Booking 1.Do NOT crossbook This means if somebody has booked two positions (one early and one late) you shall NOT book the same two positions in reverse order This is because it would leave a gap inbetween changes 2. Do NOT book similar positions every week Controllers may not book the same position two weeks in a row, unless no other positions are available or directed by a staff member for operational reasons Controllers shall aim not to book a position they have had on the same shift the last two weeks, unless no other is available or for operational reasons. 3. Booking etiquette must be strictly observed If you cancel your booking less than 48 hours before the event (Saturday evening) Please write in the VTC staffing thread to make other members aware, so that they may rebook.  If you cancel your booking less than 24 hours before the event, take whatever actions needed to make sure your position is covered. Talk to people yourself, or suggest movement of roster.  While force majeure can happen you must be confident you can show up when you book a position. If you are not completely sure, book a less critical position (A_TWR, A_GND,W_APP,F_APP are critical) If a position opens up, show consideration to people on other booked positions and be just a tad respectful to people who booked before you. EXAMPLE: D_TWR, A_TWR and non-essential C_TWR is booked. A_TWR cancel their booking. Give the two other booked controllers a chance to staff this position, and take their secondary position. If in doubt? Write on the VTC thread to sort it out. Be ready to control at the time you have booked. Be 10 minutes early, not 5 minutes late. Inform others if you will be delayed 4. "ALL" event bookings EKCH_O_APP, EKCH_F_APP, EKDK_A_CTR, EKCH_C_TWR, EKBI and EKYT are "all event" bookable positions Any EKCH rated controller shall not occupy the regionals until all essential positions in EKCH are filled. Any controller who wish to begin each of these positions earlier, are free to do so, and shall write their intention in the chat. Any position not in any list of bookable positions, which a controller would like to sit on shall be advised via the chat. This shall only be done if all essential positions has been staffed. Controlling 1. Rules and Procedures Be properly familiar with the LAI for your position.  Ensure you are not only qualified but also capable for the position you control EXAMPLE: If you are fresh checked out followed by 3 months of inactivity, EKCH_F_APP on late will not be for you. use common sense Show up in time to be briefed before your controlling time start (If on LATE or ALL positions only) 2. Switching of positions If your position closes after you switch, consider switching early (10 min before) to have everybody changed at 20.30 If you sit at a less busy position be the one who take initiative to begin the changing 5 minutes before (20.25). It is a chain reaction and it must be started somewhere. Identify if you are in the best position to be that person.  relieving a controller should be done with the callsign XXXX_X1_XXX. Do not take priority over the frequency until relieved controller is ready Time of Closure 1. Booking time Ending time of the booking on LATE must be respected unless it is clear that the position is not needed with the current traffic flow 2. 15 minute buffer period All controllers MUST be able to stay a minimum of 15 minutes after their booking expire.  This period shall be used to redirect any traffic still in the airspace ACC positions must Clear the holding, or agree with another controller to take over. Divert and re-clear as directed. Mark last airplane which will be released from the sector by writing in the TAG APP and GND positions must Coordinate with all adjacent positions. Try to find a controller to take over if traffic load is high Software 1. Euroscope All controllers must have the latest sector files installed with the latest "approved" version of Euroscope by VATSIM-Scandinavia. 2. Plugins vStrips must be installed and used by all ground controllers VaCDM plugin is encouraged to use vATIS must be updated before each use Rules for "Direct to Regionals" Booking 1. Do not book similar positions every week Controllers should avoid booking the same position two weeks in a row, unless no other positions are available or they are directed to do so by a staff member for operational reasons. 2. Booking etiquette must be strictly observed If you cancel your booking less than 48 hours before the event (Tuesday evening), please write in the Direct to Regionals staffing thread to make others aware, so they may rebook. If you cancel your booking less than 24 hours before the event, you must take the necessary steps to ensure your position is covered. Contact people directly, or suggest adjustments to the roster. While force majeure can occur, you must be confident that you can attend when you book a position. If a position becomes available, show consideration for those already booked and be respectful toward controllers who booked before you. Be ready to control at your scheduled time. Be 5 minutes early , not 5 minutes late. Inform others if you will be delayed. 3. Non-event positions As a rule of thumb, all positions officially related to the event (as presented in the Direct to Regionals thread) have priority and must be booked before opening any other positions. EKCH_TWR (in all forms), EKCH_GND (in all forms) and EKCH_DEL may not be staffed during the Direct to Regionals event. Exceptions may be made for TWR and / or GND staffing in cases of EKCH_APP overload. Any such request must originate from EKCH_APP and should only be used when absolutely necessary. 4. S1 controllers S1 controllers may book any position during Direct to Regionals unless explicitly stated otherwise. S1 controllers must ensure they are properly prepared and possess the necessary skillset to control efficiently before booking for the event. S1 controller staffing is a privilege and will be revoked if we observe repeated failure to adhere to these guidelines. Controlling 1. Rules and Procedures Be properly familiar with the LAI for your position. Ensure that you are not only qualified but also capable of controlling the position you book. Show up on time so you can be briefed before your controlling period begins. 2. Training during Direct to Regionals Training is generally permitted. For details, see Guidelines for Training During Events . Time of Closure 1. Booking Time The ending time of a booking must be respected unless it is clearly evident that the position is no longer required given the current traffic situation. 2. 15-Minute Buffer Period All controllers must be able to remain online for a minimum of 15 minutes after their booking expires. This period must be used to safely hand off or redirect any remaining traffic within the airspace. Software 1. Euroscope All controllers must have the latest sector files installed and must use the latest approved version of EuroScope as designated by VATSIM-Scandinavia. 2. Plugins vATIS must be updated before each use. FMP and Approach Planner Approach Planner Position 1. General This scenario used from the beginning of event until yellow operational rate is hitting Copenhagen Approach planner (EKCH_P_APP) has primary frequency of 131.405, and monitors 120.205. It is responsible for managing traffic and sequencing traffic into FINAL. Primary tasks are to: Establish the sequence, Sort flights based on WTC Ensure that the flow into FINAL is staggered and with appropriate separation. This must be done by use of close coordination and monitoring of FINAL, and proactively act as an authority to establish the appropriate flow. APPCO and FINAL will swap positions approximately every 40-50 minutes. This is done by: 1. APPCO -> FINAL tuning 120.205 as primary 2. FINAL -> APPCO tuning 131.405 as primary 3. APPCO -> FINAL assuming the 120.205 frequency on voice 4. FINAL -> APPCO transferring all tags to APPCO -> FINAL The involved controllers shall retain their original logon to the network (EKCH_F_APP / EKCH_P_APP) - these don't affect the sector position so controllers should not reconnect in order to facilitate efficient sector transfer. 2. Coordination with FINAL Coordination with FINAL is your primary task Tasks Determine sequence of flights, and communicate the sequence to FINAL where appropriate. Assign 22R for appropriate flights. (WTC or VREF restrictions). APPCO must instruct W and O to write in the tag when an airplane is for 22R. Communicate to TWR-DEP inbounds to 22R are approaching.* Proactively support FINAL to send aircraft back for resequencing when needed. Monitor and advise FINAL of this he may have forgotten. *Using euroscope .point [Callsign from Controller list in Euroscope] [click on the airplane in question]. 3. Coordination with W_APP + O_APP You need to set the appropriate rate when needed, accommodate APP request when able, and remind them to stagger arrivals Choose appropriate separation requirement based on TMA experience, 10nm = 40flight/hr = ability of our controllers on average. Aim for this in general 8nm = 42/hr = Ability for highly experienced FINAL controllers, or when finals are short (less than 10nm) 12nm = 38/hr = To create extra space for inexperienced or stressed FINAL controllers. Advise FMP if a prolonged duration of 38/hr is needed Determine periods where the sequence from O_APP and W_APP to FINAL may be unbalanced: 5nm vs 15nm (1:2 ratio) - Use for a missed approach or to fill a gap in a feeder sector 8nm vs 12nm (2:3 ratio) - Use to manage a period of unbalanced sequence in coordination with FMP Communicate the sequence as appropriate, to deliver the correct separation to final. This is especially important if using an unbalanced flow. 4. Coordination with ACC FMP is overall responsible for flow. You role is to pick individual holes due to GAs and short term struggles In order to accommodate short term separation increases it may be needed to have a temporary hole, while not affecting the FMP designated ACC handoff rate. Advise FMP to create a 10nm (2min) sequence gap when a missed approach has been executed with 22L in use if deemed necessary by APPCO. Advise FMP to create a 10nm (2min) sequence gap when a missed approach has been executed with 04L in use if deemed necessary by APPCO. Ask via FMP any ACC controller to skip a maximum of one slot when additional space is needed in TMA airspace. Any coordination with ACC must be additional coordinated with FMP. FMP will relay the request or delegate it to APPCO. Establish unbalanced flow to final based on ACC load Flow Management Position For controllers subject to FMP, please see at the end of this page for abbreviated procedures you can expect. ALB = Arrival Load Balancer. For tutorial of ALB see here 0. Setup Before logging on make sure you do following steps in your Euroscope Load Profile DK_AIR Open a CTR ASR file Go to "Other Settings" and "Display Settings" find "Regions" and enable EKDK FMP. Make sure ALB is loaded as your plugin. write in ES command line ".alb open" to start the program. 1. Objective and Responsibilities As Flow Manager (EKDK_FMP) Your objectives and responsibilities in the time period FMP active traffic flow is in sequence of succession: Establish Flow rates via ALB consistent with traffic demands. Chapter 2 Manage flow inbound to copenhagen by use of the "BIDE" Acronym B alance I nterrogate D istribute E qualize Modify the ACC sector allocation following traffic peaks Details of how to achieve all is specified below and is continuously updated. Please refer to this documentation every time before you log onto EKDK_FMP 2. Flow Rates into TMA Adjusting the flow rate of aircraft handed over from the 5 ACC sectors (DK_E, DK_D, DK_B, MML, MMK) into TMA. They are managed and communicated via the ALB. As FMP you start off with the "Standard Separation" At >36 arrivals/hr you start planning the move to "Managed Separation" At full holdings everywhere you may choose to expand it with "Selected Separation" 2.1 Standard Flow This scenario used from the beginning of event until hourly rate becomes more than 36/hr. Arrival rate 150 flights / hr 2.1.1 Required Rates All ACCs have standard handovers as pr. LAI/LOA of 10nm with leading aircraft faster, or 5nm with leading aircraft fast if prior coordination has been obtained. This is valid for all sectors. 2.1.2 Thoughts and considerations This rate is being used when so little load will be on the TMA (smaller than 36/hr) that the distribution of flights are negligible. In this scenario, there 2.2 Managed Flow This scenario used from when ALB advise of an hourly rate of MORE than ~36/hr. Arrival rate aim: 42-50/hr. 2.1.1 Required Rates As inbound flow increase beyond 36/hr, it will be time to start planning ahead to assign Arrival rates individually per STAR to assure balanced feeding to the TMA. Rates should be set to fit with the expected inbound rush for ~30 minutes in the future. Hourly inbound rate should ONLY be used as a marker for moving from "Standard" to "Managed" flow, NOT as a method of setting Arrival Rate (AR). T+0min. Setting the sequence. T+30min. Evaluating the sequence 2.1.1 Slow Arrival Rates and Holdings other places If you have a STAR with very little traffic and others that are employing holdings, you must make sure that the very low traffic STAR just sent people in without holding. The AR must be added from when first airplane hits the holding fix, if other STARs have full holds SAS123 arriving at TIDVU at 2035z with a 10min AR, shall enter the holding at can be released at 2045z, if OLPIB are holding flights. 2.3 Expanded Flow This scenario used when two or more STARs on a side is having significant holdings 2.1.1 Required Rates With full holdings at two STARs on the same side or more, the ALB prediction becomes very complex because it includes people in the holding. You should do the following as soon as holdings starts to build up. Assign the AR based on the hourly expectation (with full holdings, the destribution over 15min doesn't matter anymore) Check the holding lists under ETO to identify if there are significant differences in holding time (+/- 5min). If there is an imbalance, move the full rate over to the STAR that has longer holds. If there is no imbalance, stick to the rate. 2.1.2 Required Rates Your logic must be to release a certain amount of aircraft from one hold before then releasing a certain amount from another hold. Aircraft must be released with the rate given in ALB! In this example you have the three holdings on WEST STREAM, and you are individually releasing from ETO. Make following observations LUGAS has the oldest time at 0753 ROSBI has a lot of planes in the holding ERNOV only has a few ones, and is not worth too much effort 3.5.3 Method For this scenario we will keep the ERNOV EAT at 15min for simplification, but if a large holding persist at ERNOV it must also be included. oldest ERNOV plane is 0807, which is 15min after oldest LUGAS plane and 12min after oldest TESPI plane, so a 15min EAT is appropriate!. In this scenario we have an AR of 6 min from TUDLO and TESPI combined rate is 3min from TUDLO/TESPI. Shift that to keep 3 min on one of the STARs. Identify oldest airplane BAW816 Release all airplanes up until the first one which is later than the oldest of the next STAR In this case SAS78C is 0757 and SAS2856 is 0756, meaning SAS78C is the last to be released Tell EKDK_D_CTR to release all airplanes up to and including SAS78C. 4. Tell EKDK_E_CTR to hold all aircraft indefinitely. 5. Tell EKDK_E_CTR that after SAS2856 to release everybody with the rate until SAS445 ( 0803 ) to the revert back to D_CTR to release SAS031 and BAW822 respectively 5. EKDK_D will release SAS031 and BAW822 as point 3-5, back to DK_E who will release until DLH33, and then it head back to DK_D- 6. MMK will meanwhile release at EATs you are specifying. The rate takes into consideration an ERNOV every 15 minutes, so delay for an appropriate gap 3. Misc. Management Use the Acronym BIDE to remember your tasks 3.1 "BIDE" In addition to managing the flow rate, you need to manage different aspects of the night in regards to traffic. For an attempt to make it easier to remember the acronym BIDE can be used, to remember the four different areas you must manage. Balance Prioritise a specific stream via the ALB when load is disproportionally heavy Inform Keep APP-CO in the loop of any balancing of arrival streams that they have to take into consideration. Distribute Re-Route from East to West and West to East. Extend gaps Allow an extra 10-15 from a STAR to facilitate a go-around. All is explained in Detail below 3.2 Balance 3.2.1. Balanced or prioritized flow From the very beginning of the event you need to identify, via ALB or your screen a potential situation where you need to switch the vast majority of the flow to one STAR or Side, in order to avoid a total collapse on that sector. With a split of ~40/60 or worse, significant steps should be taken to have a higher arrival rate on that side OLPIB may sometimes need to be prioritized in order to avoid total collapse. 2 min can be assigned at fastest rate. 3.2.2. Priorities For EAST priority, OLPIB STARs can be taken at lower separation or OLPIB flights re-routed to EKCH_W_APP For WESTpriority, TUDLO STARs can be re-routed to EKCH_O_APP 3.3 Inform Always keep close contact to APP-CO about your plans. advise him of any imbalance that would result in change of standard separation from O/W to FINAL. 3.4 Distribute 3.4.1 General This is about distributing flights to which arrivals, or more precise when to REdistribute arrivals to other STARs. We want to have an ~55/45 split on EAST/WEST. You should consider distributing flights to other STARs when you: See an imbalance or empty STARs with other STARs full but no extreme enough to warrant a "Prioritized flow". A potential overload situation can happen on a STAR if immediate action is not taken Tactical distribution for reasons of your discretion 3.4.2 Techniques Changing a STAR must ALWAYS adhere to the following. Ask the Sector which will get the aircraft to request a tactical direct to their sector Ask the sector to change the flightplan route to be only the point of the new STAR. When coordinating a re-routing please strongly consider using the "point" command to make the controller aware by writing ".point [X]" click the aircraft to point out. X is the 1-3 letter Idenfier of the station you are coordinating with IMPORTANT: Do not use the callsgin (EDWW_M_CTR), use the 1-3 letter identifier (DWM) (found in controller list) 3.4.2 Recommended distribution changes Following flights are highly effective an recommended 1. EDYY via MONAK - Distribute to TUDLO/TESPI Largest threat to the flow is the overload on MONAK. If you see a large amount entering via DWM (Muritz) take immediate action to get some of the GESKA arrivals from EDYY distributing to other STARs. Coordinate with DK_A to re-clear via Euroscope to either a vector or another point. 1. EDDH via MONAK - Distribute to TUDLO/TESPI EDDH flies at FL230 and hence creates all sorts of issues for DK_B. Consider distributing to TUDLO or TESPI depending on which STAR has the most space (Can be issues as an ECFMP as well) Consider whether to keep af FL230 or climb to FL290 to be distributed to DK_A 2. EDWW via MONAK from T208 In a potential MONAK overload situation flights via T208 can be effectively rerouted to TIDVU for holding there. A good direct to propose is "BAKLI" as this is a valid point for the direction 3. ESMM via ERNOV - Distribute to TIDVU If high load persist on WEST STREAM and you want to get aircraft to EAST STREAM the most effective way is distributing ERNOV arrivals to TIDVU. This is especially ERNOV arrivals from ESSA and EFHK, as they have a good angle. Coordinate with ESMM This is preferable to distributing TUDLO arrivals to MONAK, as long as ESMM or similar is online. Avoid distributing ERNOV arrivals from ENGM via L996. 3. EKDK via TESPI - Distribute to ERNOV For extreme load on TESPI, consider distributing a few to ERNOV to keep hold managable. This is especially useful if you have high load from ENGM/ENBR combined with several flights crom EGPX 3.5 Evaluate 3.5.1 General Choose the right sector for the right controller We have a lot of flexibility depending on where the "Extreme load" is expected. Sectors should be considered as follows EKDK_B_CTR is INflexible, and will always stay. EKDK_V_CTR (or EKDK_N_CTR) is INflexible and will always stay EKDK_E_CTR can be flexible but should be avoided if at all possible, and hence should stay. EKDK_D_CTR is flexible EKDK_UC is highly flexible 3.5.1 Starting the event. The four above mentioned are the default starting setup for a VTC event. In that case they are established in ownership as follows. EKDK_V_CTR covers all area WEST EKDK_E_CTR, EKDK_B_CTR covers their respective sectors EKDK_D_CTR covers sectors D and I. EKDK_UC_CTR covers Sectors A, C, UA, UC (Note there is NO difference between UC and UA AOR wise) This setup is normally the most efficient and should be used unless one of the cases below demands it 3.5.1 Overload on Sector D 3.5.5.1 Condition First change is if there is such amounts of traffic to Sector Delta, that we need to relieve EKDK_D_CTR 3.5.5.2 Change FMP will in this case ask EKDK_UC_CTR to change his position to EKDK_A_CTR. This way New EKDK_A_CTR keeps same AOR as EKDK_UC_CTR New EKDK_A_CTR takes over control of Sector I. This results in EKDK_D_CTR not having to deal with any departures. EKDK_A_CTR now keeps NEXEN, LANGO, KOPEX departures from FL190 to RFL. 3.5.1 Underload on Sector D and/or Overload on Sector B 3.5.5.1 Condition If there is such low traffic amounts inbound to TUDLO that controller can be spared to other places. This may be correlated with an overload on Sector B in order to have a planner, that the EKDK_D_CTR controller can switch to EKDK_A_CTR. 3.5.5.2 Change FMP will in this case ask EKDK_UC_CTR to change his position to EKDK_C_CTR. This way New EKDK_C_CTR keeps same AOR as EKDK_UC_CTR New EKDK_C_CTR takes over control of Sector D, when EKDK_D_CTR gets relocated. This results in EKDK_C_CTR keeping TUDLO arrivals from RFL to FL120 EKDK_D_CTR can choose to Relocate FMP Notes 05.08.2025 ENGM event. Overload on TESPI. With this, know that chaos is imminent. Divert flights from West towards TUDLO if possible. VTC Event Endorsment Briefing material VTC Event Endorsement From a date which is to be specified, all controllers must have completed the VTC Event Endorsment on moodle in order to man a position at VTC.  Access to Course Course can be accessed below.  NO LINK. COURSE NOT YET COMPLETED Upper ACC / ACC Planner This section is about the responsibility of ACC planners All UPPER ACCs are ACC Planners EKDK_A_CTR Planner for EKDK_B_CTR 1 General 1.1 Responsibilities Sitting on EKDK_A_CTR you have are generally responsible for climbs to NEXEN, and enroute traffic in Sector A/UA. While you have quite little traffic load your responsibility is heavy as you need to coordinate and plan traffic into the Brave sector. Something which is quite demanding 1.2 Sector Ownership With EKDK_C_CTR online you may be advised to take Hybrid sector EKDK_A_CTR which gives you responsibility of EKDK_I_CTR to handle departures. In case of arrivals above FL285 you are in charge of the holding. 2. Arrivals Always have close cooperation with your Active ACC Sector (EKDK_B_CTR) and Flow Manager (EKDK_FMP) 2.1 General Handling of arrivals are of significant important with emphasis on following situations Stacking of arrivals to FL270 from Mueritz to avoid LOS Re-Routing of EDYY arrivals as needed to avoid stacked holdings. Re-Routing of DWM arrivals far east via BAKLI-TIDVU Establish secondary holds at MEGAR and coordinate sequence. When holding established above FL280 EDDH arrivals at FL230 2.2 Stacking for DWM When you see flights from DWM at FL200 to MONAK starts getting difficult, stacking up to and including FL270 needs to be in effect. In that case contact EDWW_M_CTR and advise aircraft callsign and level. if flights are still at cruise level you may be able to do it directly via the TAG. If you decide to stack flights above FL270 you will need to establish secondary holdings from EDYY/EDWW arrivals Note that enroute holdings at NIKDA and KOSEB are NOT allowed due to proximity of OLPIB hold 2.3 Secondary holding at MEGAR Flights from EDDH at FL230, and flights from EDYY when holding is stacked above FL280 is crucial. In this case you shall coordinate with EKDK_B_CTR to re-clear and hold at point " MEGAR ". This will ensure clearance to OLPIB without busting EDWW/EDYY airspace. You can choose to coordinate with EKDK_B or ask for the flights yourself to manage that holding. At no times should more that ~10 aircraft be in OLPIB hold. If so, keep them on your frequency and hold them until load decrease at OLPIB. When aircraft are holding at MEGAR, you MUST note and communicate to EKDK_B_CTR where in the sequence they fit in. Effectively this can be done by "Highlighting" the aircraft in OLPIB hold the aircraft in MEGAR hold will be Preceding. This allows EKDK_B to keep a hole in the holding at the level of the MEGAR hold, and then squeeze that aircraft into OLPIB hold when his turn in sequence as come. 2.4 Re-Routings All Re-Routings MUST happen in communication with Flow Manager FMP Re-Routing MAY also be directed by Flow Manager FMP Re-Routings normally are either: Re-Routings from EDYY/EDWW to TUDO Re-Routings from DWM to BAKLI-TIDVU It is prohibited to execute these re-routings without the clear consent from EKDK_FMP (if online) EKDK_C_CTR Planner for EKDK_D_CTR 1 General 1.1 Responsibilities Sitting on EKDK_C_CTR you have are generally responsible for climbs to LANGO, ODDON, and enroute traffic in Sector C/UC. 1.2 Sector Ownership With EKDK_D_CTR NOT online you may be advised to take Hybrid sector EKDK_C_CTR which gives you responsibility of EKDK_D_CTR to handle TUDLO arrivals all the way down. With EKDK_A_CTR is NOT online you will also be given responsibility of ACC Copenhagen Sector I. In case of arrivals above FL285 you are in charge of the holding. 2. Arrivals Always have close cooperation with your Active ACC Sector (EKDK_D_CTR) and Flow Manager (EKDK_FMP) 2.1 General Handling of arrivals are of significant important with emphasis on following situations Ensure not more that ~8-10 aircraft are under control of EKDK_D_CTR At high traffic situations, "Pre-Clear" aircraft on arrival and into holdings" Stay at close contact and help you EKDK_D_CTR as you see fit 2.2 Holdings It is vital that EKDK_D_CTR is not overloaded by holdings. ~8-10 aircraft is maximum that should be in EKDK_Ds holding at any time. In order to help him out, stand holdings in excess of 8-10 above FL280. If space above FL280 gets tight, descent aircraft into EKDK_D_CTRs airspace while keeping control, and handover an ad-hoc basis Altitude in the holding is always LESS critical than amount of aircrafts on the frequency 2.3 Lower Holdings If you can see that inbound traffic rush is imminent, coordinate with FMP to establish holds at TUDLO below FL130 down to a minimum to FL80 2.4 Secondary holding at TALSA In very heavy traffic situations and situations where we close down EKCH airspace for arrivals introduce TALSA hold on "current inbound track" with Right turns, 1.5 minute legs. Here you start stacking aircrafts as needed until they can be released into ACC Lower East 2.5 Re-Routings All Re-Routings MUST happen in communication with Flow Manager FMP Re-Routing MAY also be directed by Flow Manager FMP No regular Re-Routings are used from EKDK_C_CTR, but on Ad-Hoc basis flights may be re-cleared to either TESPI or MONAK if traffic situation demands it. It is prohibited to execute these re-routings without the clear consent from EKDK_FMP (if online) EKDK_V_CTR Planner for EKDK_E_CTR 1 General 1.1 Responsibilities Sitting on EKDK_V_CTR you have are generally responsible for climbs to GOLGA, and enroute traffic in Sector V/N/UN. 1.2 Sector Ownership NIL 2. Arrivals Always have close cooperation with your Active ACC Sector (EKDK_D_CTR) and Flow Manager (EKDK_FMP) 2.1 General Handling of arrivals are of significant important with emphasis on following situations Ensure not more that ~8-10 aircraft are under control of EKDK_E_CTR At high traffic situations, "Pre-Clear" aircraft on arrival and into holdings" Stay at close contact and help you EKDK_E_CTR as you see fit Enforce Ground stop at EKBI, EKYT, EKAH, EKKA in coordination with FMP. If local ATC is online INFORM them on event start that all ATC clearances are subject to release by either you or EKDK_FMP (to be coordinated internally) 2.2 Holdings It is vital that EKDK_E_CTR is not overloaded by holdings. ~8-10 aircraft is maximum that should be in EKDK_Es holding at any time. In order to help him out, stand holdings in excess of 8-10 above FL240. If space above FL240 gets tight, descent aircraft into EKDK_E_CTRs airspace while keeping control, and handover an ad-hoc basis 2.3 Lower Holdings If you can see that inbound traffic rush is imminent, coordinate with FMP to establish holds at TESPI below FL130 down to a minimum to FL90 Altitude in the holding is always LESS critical than amount of aircrafts on the frequency 2.4 Secondary holding at AAL Aircraft from ACC Polaris (ENOR, ENOS, ENSV) In very heavy traffic situations and situations where we close down EKCH airspace for arrivals introduce AAL hold on " 263 track " with Right turns, 1.5 minute legs. Here you start stacking aircrafts as needed until they can be released into ACC Lower East 2.5 Secondary holding at BAVTA Aircraft from ACC Scottish (EGPX) In very heavy traffic situations and situations where we close down EKCH airspace for arrivals introduce BAVTA hold on "current inbound track" with Right turns, 1.5 minute legs. Here you start stacking aircrafts as needed until they can be released into ACC Lower East 2.4 Re-Routings All Re-Routings MUST happen in communication with Flow Manager FMP Re-Routing MAY also be directed by Flow Manager FMP Re-Routings from DK_V to ERNOV On an Ad-Hoc basis aircraft can be re-routed from TESPI to TUDLO It is prohibited to execute these re-routings without the clear consent from EKDK_FMP (if online) Kastrup Departure Position 1. General Copenhagen Departure is an overflow sector during busy events. For much of the departing aircraft's trajectory, you will be a guest in the APP sector's airspace. This means coordination and tactical vectoring is very important. Though the LAI states APP/DEP airspace is split at FL75, in practise DEP must position aircraft to climb above FL70, and APP needs to descend traffic in order to cross abeam the landing threshold at 5000ft. DEP is responsible for identifying the suitable crossing point - where departures pass above arrivals - and coordinating this with the relevant APP sector. Consider the following factors: Arrival Load. Before taking a departure off the SID, look to see how the arrivals are being vectored and determine where departures will cross the flow. If departures remain below the inbound flow, leave sufficient space for APP to descend traffic. Performance. The SIDs in Copenhagen all require a 6.6% climb gradient to FL70 - that's 400ft per nautical mile, or a climb rate of ~1700ft/min at 250kts.  At this angle, a departure will reach FL70 approximately 17nm after take-off. FL100 will be reached 25nm after take-off. Most  medium jets  can manage ~2500ft/min, which delivers a gradient of roughly 10%, or 600ft/nm. Such departures will reach FL100 approximately 17nm after lift off. With this considered, determine which strategy you will use for each departure: Shortest Route / Stepped Climb: relevant where a level-off is required to remain below arrivals. Use high speed below FL70 to reduce the climb gradient. Longer Route / Continuous Climb: relevant where the opportunity exists to pass above arrivals, even if departure routing is slightly longer. Instruct 250kt to maintain the 10% gradient until clear of the conflicting arrival.  2. Procedures - Runway 04 Departures should avoid routing below FL70 in the red shaded area unless coordinated with APP GM for R DEP (W APP) ODDON GOLGA / VEDAR Two climb opportunities exist, the one you use depends on traffic load under radar vectors in the TMA  and density of ERNOV arrivals. HDG 350 until above ERNOV flow then DCT - separated from all arrivals, requires high climb gradient to FL110 SID or HDG 290 after until passing ERNOV flow then DCT - shorter route, lower required gradient but interaction with downwind traffic and W APP vectoring area GM for K DEP (O APP) KEMAX SIMEG / SALLO NEXEN / KOPEX / SALLO All conflicting departures must climb above O APP arrivals before passing abeam CH845. HDG 100-140 until above TIDVU flow then HDG 180-210 until above MONAK flow - shorter route but interacts with arrivals, requires at least 2500ft/min to FL100 Remain on SID until above FL80 then DCT - longer route, standard gradient must be maintained HDG 040-070 until above FL60, then follow option 1. - use where the 6.6% gradient cannot be maintained, or when O APP has vectored arrivals north of CH845 3. Procedures - Runway 22 Departures should avoid routing below FL70 in the red shaded area unless coordinated with APP GM for R DEP (W APP) ODDON GOLGA / VEDAR Thread the departures through the arriving traffic - coordinate the crossing point with W APP based on the arrival load HDG 250-270 until above TUDLO / TIDVU flow then DCT - separated from all arrivals, requires high climb gradient to FL130 SID until after passing TUDLO/TESPI flow then DCT - appropriate when TUDLO flow are skipping CH645, so you pass under them HDG 290-310 until passing TESPI arrivals then DCT - shorter route, lower required gradient but interaction with downwind traffic and W APP vectoring area GM for K DEP (O APP) KEMAX SIMEG / SALLO NEXEN / KOPEX / SALLO All KEMAX departures must climb above O APP arrivals before turning north HDG 180-210 or SID to CH818 until: KEMAX: DCT when above FL60. SID is not separated from MONAK flow. SALLO / SIMEG: DCT when above FL100 SID until passing MONAK flow then DCT - for SALLO/SIMEG  only VTC Event - Recency Apart from have completed the training material for the position desired, following recency rules are in effect when sitting at Vectors to Copenhagen EKCH_F_APP For controllers wishing to man EKCH_F_APP during VTC during official bookable times, following extra requirements are in effect: Controller must have been online during VTC on an S3 position or higher during the preceeding 3 events before the event where he desires to book EKCH_F_APP EKDK_B_CTR For S3 controllers with EKDK SOLO ENDORSEMENT wishing to sit on EKDK_B_CTR during VTC during official bookable times, following extra requirements are in effect: MML endorsement must have been taken during S3 period FINAL Speed Control Speed control is different from executing base turns It is Much easier to do! It is much harder to trust! To succeed to must be able to give proper speed control. Not too much, not too little, but preferibly EXCACTLY as I will now describe it... Its a step by step recipe devided into  Downwind checking in Turning Base more than 10 miles Turning Base less than 8 miles Intercepting ILS Established ILS Within 10nm Within 6nm Lets begin! The different topics are short. Downwind checking in Airplanes SHOULD be handed over by EKCH_W_APP/EKCH_O_APP maintain 220kts. if less then its for small corrections, and will make no difference.  you first principle lesson is this: DO NOT change that speed!!!  The video explained it, I will not explain it again, do not reduce speed so early. It creates troubles you cannot yet see.  220 should be kept until the very moment a base turn is commenced, and should only be different if you have a VERY good reason and is a skilled F_APP controller. Turning Base more than 10 miles Normally (Almost always) when you give a base turn it will be for a minimum of 8 mile final or longer from 2500 feet or higher, and in this case... The base turn is where you reduce the speed to 200kts.  Don't do less, don't do more, but trust that this is a great speed to work with! By the way remember to descend them to platform altitude no later than here. preferibly descend them even when they check in Are there any cases where I should NOT use 200kts on base??? Glad you asked... Yes there is! You may consider less or more when: Crosswind of more than 15 knots expected e.g. 22L in use wind 150 at 16 knots. You can expect strong tailwind on right base In above case assign 180-190 on the segment with high tailwind base Keep 200 on the headwind base Consider 210 in really strong crosswind. Other case where you should use another speed is the case described below Turning Base less than 8 miles Sometimes we give a 6 miles final @ 2000' or even 5 miles final @ 1500'. In this case the base leg is situated around 8 miles from the runway, and thats just too close to the runway to have 200kts.  In this case, reduce straight away to 180, or at least be ready to reduce to 180 when established on base. Intercepting ILS When intercepting the ILS is the next thing thats a lesson in trust! Do NOT change the speed until he is established, and you can see excactly how close you are to the 3nm separation between airplanes.  Only if you see you are below 3nm on an intercept should you reduce speed. Like here:  Established ILS Once established on the ILS, it is probably time to reduce the speed. It depends however on the distance to the aircraft in front.  If aircraft in front is still far ahead? Keep 200 until 10dme, and then reduce to 180, or 160.  If aircraft in front is a factor Reduce to 180 when on the localizer, to allow to keep distance to preceeding. Eventually preceeding will slow to 160, and he will catch up to 3nm separation. If aircraft in front is 3nm ahead Match the speed to him. But do not go 160 until within 10nm final, otherwise you will slow the aircrafts behind too much.  Within 10nm Regardless of separation, and aircraft should be reduced to 180 no later than 10nm final Within 6nm Regardless of separation, and aircraft MUST be reduced to 160 no later than 6nm final as pr. ICAO DOC 4444.  Issuing 160 until 4DME is always the best thing! 180 until 6DME is also an approved option Base turns Giving the base turn at the perfect moment is tricky, but you have to first of all train yourself to not hesitate. It is earlier than you think.  Remember to be ready to put an aircraft on a vector, if you base turn appears later than the Vectors fix (ABEGI,ADOVI,ERPUK,DOPEM) Regular base turn The regular base turn is the easierst and most predictable. However, it also takes away a lot of flexibility. Once he is on base, he is easily more commited to the final turn. Therefore knowing WHEN to issue that base turn to have a perfect 3nm separation is important. Lets look at some different situations to help you. 1 - Basic Base turn with preceding already on final This is by far the easiest. Situations is BMA2060 on base, speed 220 NSZ81E on final, speed 200 BMA2060 Radar target (Square) is passing NSZ81Es point of his 3nm arrow pointer.  Thats when to turn base. You have a window of +/- 5 seconds to issue the instruction. You can even issue it slightly before if you like. Especially if you feel it is a slow pilot.  Now BMA2060 is on base, As you see in red you have to evaluate his arrow pointer to the radar target of NSZ81E. Normally it will be enough to an almost immediately turn to intercept.  Blue denotes his 3nm pointer if he had turn directly inbound. There would still have been distance to spare.  Therefore do not hesitate. Give him the inbound turn.  Note at this point NZS81E is 180 as he should be on localiser, and BMA2060 is 200 as he should be on base, so the speed difference will help! As the inbound turn is given the distance is 3.3nm.  NSZ81E speed is 160 until 4DME BMA2060 is reduced to 180 as he is inside of 10nm final.  The speed difference will equalize to the fact that becuase BMA2060 has still an intercept heading, separation would normally increase.  Keep BMA2060 on 180 until he is established.  They are established, separation is 3.2 nm. Thats fine!! Reduce to 160 and handover to TWR. Thats it!  Remember! When aircraft target passes preceedings 3nm arrow point, turn base!! 2 - Base turn with preceding on intercept This is relatively easy. You do the same as above, because on intercept there is so little extra track miles, that its a matter of seconds for the turns. Just keep it simple and stick to same procedure as above. Again, its fine to issue the instruction even a few seconds before!! 3 - Basic Base turn with preceding also on base This is tricky. You have two different scenarios. From same side or opposide side Opposite side Here you have two airplanes on same downwinds, BEL5EP already has base turn instructed. WHEN do you turn in TSA1631?? You just gotta get a feeling for it. Learn how long time it takes for people to start their base turn after instruction is given. and then you must:  Issue the instruction so that base turn from TSA1631 is  COMMENCED   when is passing the extended base path of BEL5EP Now they should be flying towards eachother but a slight offset. Be carefull with altitudes here. It is easy to mistakenly create Loss of Separation here. As you turn BEL5EP. BE READY!! To turn TSA1631 inbound right after. It is very difficult to judge but use best judgement on where the 3nm arrow of TSA1631 is, to judge. Lets go through it.  AAs soon as BEL5EP starts the turn, you can see that TSA1631 already has more than 3nm. This is normally because:  Since TSA1631 was number 2 it was likely turned on base slightly later, hence is further from Localizer than BEL5EP. Take into consideration the ~2nm offset, then the difference in location from localizer gives the last mile, and you can turn TSA1631 in immediately after   It worked!!