Sweden FIR ATC Operational Bulletins
Introduction
Changes to regulations and general and local operating procedures in Sweden FIR that are not included in the official GOP/LOP documentation will be posted here. This can be either temporary changes such as those published in NOTAM or AIP SUP, or permanent changes that have not been included in our manuals yet.
Please check Operational Bulletins regularly before controlling to make sure you are aware of the latest changes.
General information: LOP and LoA discrepancies
Some LOP documents are not up to date which means there can be discrepancies between for example LOP TWR and LOP ACC, or between LOP and AIP information. Generally, our LOP documents are based on AIP information, airport regulations, as well as information from controllers or local documents on how the real ATS units operate. In some cases, where we lack solid information, we have made educated guesses to make sure we as VATSIM controllers have a logical procedure to work with.
Where LOP is not up to date, you may find that LOP may refer to navaids, waypoints or procedures that are no longer available according to AIP. At several airports there are also new RNP approach procedures and associated waypoints which can be used to provide direct routings. In these cases AIP data takes precedence. Note that EuroScope data in general should be up to date. If there is a discrepancy between different LOP documents, refer to the last updated document. Use verbal or system coordination between controllers to ensure you have the same understanding.
Where there is a discrepancy between LOP and LoA, the information in LoA takes precedence as this will be more up to date than the LOP, which is based on LoA.
If you find LOP information that is inconsistent with other sources (e.g. AIP, EuroScope data), please report it so we can rectify it or clarify the correct procedure.
OPERATIONAL BULLETINS IN EFFECT 25 OCT 26
Change to ESSA low speed departures
To mitigate the effect of wind, the initial heading for low speed departures has been replaced by an initial track.
The syntax for a low speed departure clearance will now be: (callsign), CLEARED TO (destination), AFTER DEPARTURE TURN RIGHT (or LEFT) TRACK (3 digits), 3000 FEET, EXPECT VECTORING TO (exit point), SQUAWK (code). The final heading remains a heading.
ESSA/ESSB: HMR, TRS, COR, LNA replaced by new waypoints, closed STARs withdrawn
The following changes are effective from 22 January 2026:
Withdrawn NDBs and waypoints in ESSA/ESSB SID/STAR
NDBs withdrawn:
- COR (replaced by SOVAX)
- ERK (replaced by ERXEC)
- LNA (replaced by OBCIV)
New significant points:
- INWIQ (replacing TRS)
- VACRA (replacing HMR)
HMR and TRS VORs remain operational but are no longer used in ESSA/ESSB SID/STAR.
SID/STAR version numbers updated
Most SID/STAR have been updated with new version numbers to reflect the above changes.
Closed STARs withdrawn
The "closed" STARs that were published in AIP but never in operational use have been withdrawn and are no longer available.
Coordination between ESOS ACC and Stockholm APP
As the new GOP ACC is published, the following information regarding LOP ESOS ACC is provided here.
Coordination between ESOS ACC and Stockholm APP
Departing Traffic
- Stockholm APP must ensure a minimum of 5 NM, constant or increasing, surveillance separation before initiating transfer of traffic to ESOS ACC.
- Departing traffic is released to ESOS ACC for further climb if cleared to the LOP/LPM agreed level.
Arriving Traffic
- ESOS ACC must ensure a minimum of 5 NM, constant or increasing, surveillance separation before initiating transfer of traffic to Stockholm APP.
- Arriving traffic cleared to the LOP/LPM agreed level is released to Stockholm APP for further descent and speed control.
- When a turn release has been effected, traffic via ELTOK and XILAN may be turned more than 45°.
Note that traffic to/from Stockholm APP is not released for turn unless this has been coordinated either verbally or using Trf+Release.
NEW: ESSA pushback drop-points
New drop-points are introduced, in addition to the existing standard pushback procedures.
Drop-points will only be used for aircraft up to code C, equivalent to B737, A321.
Drop points are named after the taxiway they connect to, excluding the first letter. Where multiple drop points exist on the same taxiway, point 1 is closest to the manoeuvring area and point 2 is further into the apron.
ATS will indicate to the pilot who requests pushback:
Pushback to drop-point XX approved.
The drop-points can be displayed on the SMR using ALT+D, they are also included on the pushback map.
Do note that the drop points are not shown in the AIP, only in the pushback procedure manual on [vats.im/essadrop](http://vats.im/essadrop) or within VatIRIS.
Because of that, pilots are most probably not aware of the procedures.
.drop has been added as a text alias with a suitable message.