Coordination

Coordination is an underutilised tool in VATPAC airspace, primarily due to how difficult it was to do it back in the Euroscope and VRC days. Now, all controllers are using vatSys and voice coordination can be done in seconds with the touch of a button. Coordination helps controllers stay aware of aircraft that are about to enter their jurisdiction and ensure they will operate in a predictable manner, which allows for easier planning of sequencing and separation.

Coordination requirements are often very location-specific, however this page outlines the general guidelines to coordination, which are supplemented by Local Instructions.

MATS Chapter 6 goes in to much more detail about coordination principles, phraseology, and situations. It is well above the level required for VATSIM, but feel free to read up on it if you want to extend your learning.

Coordination in vatSys

Coordination is performed using the VSCS window in vatSys. Once logged onto a relevant position, controllers have the option of opening hotlines and coldlines to surrounding positions.

A hotline is opened by pressing the yellow button titled with the sector you wish to communicate with, which creates an instant connection between positions with no need for the other controller to accept the call. A coldline is opened by pressing the blue button titled with the sector you wish to communicate with, which notifies the other position and requires them to accept the call before communications can begin.

Tip

For more in depth information, refer to the vatSys website.

Coordination notes are included for most positions, using the following format:

Hotline: ORIGINATING SECTOR -> RECEIVING SECTOR: "Message"
Coldline: ORIGINATING SECTOR -> RECEIVING SECTOR: "Message"

General Phraseology

As a receiving controller, answer a coordination call by stating the name of your position.

Phraseology

GUN calls SAS with a hotline to discuss an arrival
GUN -> SAS: *DING*
SAS -> GUN: "Sydney Approach"
GUN -> SAS: "Via RIVET, QFA541, request heading 030 due weather"
SAS -> GUN: "QFA541, Concur heading 030"

If you are busy at the time, tell the other controller to standby. If you anticipate a long delay, tell the controller that you'll call them back.

Phraseology

ELW calls MAE with a hotline but MAE is awaiting a readback from an aircraft
ELW -> MAE: *DING*
MAE -> ELW: "Standby"
When MAE is ready
MAE -> ELW: "Go ahead, Centre"

Each controller must verbalise the instruction, clearance, or change once. Generally, with one controller requesting a change, the approving controller will confirm it, completing the conversation.

Phraseology

ELW -> MAE: "Via LIZZI, JST414, assigned FL120 for my separation with VOZ92"
MAE -> ELW: "FL120, JST414"

In situations where additional changes have been discussed (and as such, both controllers have not yet verbalised them), a readback is required.

Phraseology

CS ADC -> CS TCU: "Next, LKU, runway 15"
CS TCU -> CS ADC: "LKU, runway 15, left turn, unrestricted"
CS ADC -> CS TCU: "Left turn, LKU"

Point-to-Point

Coordination must be done on a point-to-point basis, meaning you can only coordinate with the sector which the aircraft is coming from, or going to, no skipping!

Example

You are controlling ELW and you would like to pass an amended route to someone on the ground at YMML. Whilst that may be no issue for ML SMC and ML ADC, it might not work for ML APP. ML APP would be the sector which the aircraft is coming from, so ELW must talk to them, and it is the responsibility of ML APP to work backwards down the line on a point-to-point basis.

Ensure no coordination is ambiguous in its meaning. Not all coordination can be straight out of the phraseology books and the reality is, not everyone controlling the airspace is going to be 100% proficient and by the books. When using "plain english", ensure there is no ambiguity, and the message is fully understood by both parties.

Types of Coordination

Voiceless

Certain routes, areas, levels, airspace, etc, will have voiceless coordination agreements, which is where Heads-Up Coordination is not required. These routes may also have change parameters, where no changes are permitted within a certain distance of the sector boundary without prior coordination.

Heads-up

Heads-up Coordination is the act of giving the next sector a "heads-up" about an aircraft about to enter their airspace. The format is as follows:

Controlling Sector -> Receiving Sector: "(Position), (Callsign)"
Receiving Sector -> Controlling Sector: "(Callsign), (Level)"

Phraseology

BLA -> GUN: "via CB, VOZ1234"
GUN -> BLA: "VOZ1234, F350"

If the level that will be assigned at transfer of jurisdiction is different from the current CFL, the Controlling Sector will use the phrase "will be assigned (level)".

If the Receiving Sector requires a change of level, they'll reply with the amended level.

Phraseology

SNO -> GUN: "Via CB, VOZ1531"
GUN -> SNO: "VOZ1531, F330 due traffic"
SNO -> GUN: "F330, VOZ1531"

Once this coordination is completed, the aircraft's level and route is locked in. Any further changes must be recoordinated.

Tip

In situations where Heads-Up Coordination is required, the best time to do it is when the aircraft first calls you. There's no need to wait until half a mile before when its due, if you can get it done sooner.

Boundary

Boundary coordination is required when an aircraft may deviate within half the applicable standard of another sector's airspace.

Ie: within:

500ft vertically; or
2.5nm laterally for ENR; or
1.5nm laterally for TCU/ADC

Boundary coordination must be completed so they are aware of the aircraft, and can nominate any restrictions. The format is as follows:

Controlling Sector -> Boundary Sector: "For Ident, (Position), (Callsign), (Details as required)"
Boundary Sector -> Controlling Sector: "(Callsign), (Restriction)"

Phraseology

GUN -> CBE: "For Ident, overhead CB, QFA12, do you have any restrictions on descent?"
CBE -> GUN: "QFA12, No restrictions on descent"

The Boundary Sector may omit the restriction and readback the callsign only. This will be taken as the Boundary Sector having no vertical or lateral restrictions.

Phraseology

INL -> BAS: "For Ident, west of BLAKA, FD516"
BAS -> INL: "FD516"

Next coordination is performed between ADC and TCU controllers to discuss the next aircraft to depart. As a general rule, all departing aircraft require Next coordination, unless stipulated by local SOPs through the use of Auto Release. Auto Release can be cancelled at any time through mutual agreement of the ADC and TCU controllers.

The format is as follows:

ADC -> TCU: "Next, (Callsign), (Runway)"
TCU -> ADC: "(Callsign), (Runway), (Lateral and/or Vertical Instructions)"

Aircraft assigned a procedural SID will generally not be issued with lateral instructions. Aircraft assigned a radar SID or visual departure must be provided with an assigned heading or other lateral departure instructions, with examples shown below:

Instruction	Meaning
Left/right turn	Make a visual left/right turn to establish on the planned outbound track
Left 180	At the SID turn height, or at a safe altitude (if visual departure), fly heading 180
Left 180 visual	As above, but with a pilot requirement to maintain visual separation with the ground/water and any obstacles
Extended runway centreline	Track the extended runway centreline (accounting for drift)

An amended level may be instructed, or the term unrestricted used to indicate that no additional vertical restrictions apply. This permits the aircraft to climb to their cleared level (as issued with their airways clearance).

Note

The term 'unrestricted' is not a readback item.

Phraseology

LKU is conducting a visual departure from YBCS
CS ADC -> CS TCU: "Next, LKU, runway 15"
CS TCU -> CS ADC: "LKU, runway 15, left turn, unrestricted"
CS ADC -> CS TCU: "Left turn, LKU"

QFA442 is assigned a procedural SID from YMML with Auto Release cancelled
ML ADC -> ML TCU: "Next, QFA442, runway 16"
ML TCU -> ML ADC: "QFA442, unrestricted"

Airways Clearance

The local procedures of some aerodromes require ACD to coordinate with the TCU prior to issuing airways clearance to certain aircraft. This coordination allows the TCU controller to assess the current & projected traffic levels, and current position staffing, and determine whether clearance is available.

The format is as follows:

ACD -> TCU: "(Callsign) requests clearance to (Destination), (Any Other Relevant Details)"
TCU -> ACD: "(Callsign), clearance approved"

Phraseology

SY ACD -> SY TCU: "FD213 requests clearance to Bankstown"
SY TCU -> SY ACD: "FD213, clearance approved"

If a change of level or tracking is required, the TCU controller shall provide this change during this exchange.

The C-Prompt (Coordination Prompt)

Display the "C-Prompt" when all coordination for an aircraft is complete, or voice coordination is not required for an aircraft (ie. subject to voiceless coordination).

The "C-Prompt" can be displayed by middle clicking the area just above the aircraft's callsign in the label.

Remove the "C-Prompt" once jurisdiction of the aircraft has been handed off, and the new frequency has been correctly read back.

No Frequency Requirements (NFR)

Occasionally, aircraft may clip small parts of a sector's airspace on their planned route. If an aircraft only enters someone's airspace for a small distance, there is usually no need for them to talk to that controller. In this instance, a controller may coordinate an aircraft to have "No Frequency Requirements" with another controller, or vice versa. This shall also be supplemented by the nomination of a restriction, or lack thereof. See below:

Source: Annotations

Label Data / Global Ops	Meaning	Note
NFR	No Frequency Requirements
NRD	No Restrictions on Descent	Additional coordination must be done for any lateral changes
NRC	No Restrictions on Climb	Additional coordination must be done for any lateral changes
NVR	No Vertical Restrictions	Additional coordination must be done for any lateral changes
NLR	No Lateral Restrictions	Additional coordination must be done for any level changes
C(lvl)	Cleared level (lvl)	Additional coordination must be done for any lateral or level changes
NR	No Restrictions	Any and all lateral and level changes approved
NRR	No Restrictions or Requirements	Any and all lateral and level changes approved, and No Frequency Requirements

Offering NFR

Phraseology

ABC tracking MNG W663 VINOP
BLA -> YWE: "via MNG, ABC, if you have no restrictions or requirements, my onwards with OXL"
YWE -> BLA: "ABC, I have no restrictions or requirements, your onwards with OXL"
BLA will put "YWE NRR" in the label data
BLA -> OXL: "via MNG, ABC, YWE has no restrictions or requirements"
OXL -> YWE: "ABC, F190"
BLA will handoff the aircraft directly to OXL

Initiating NFR

Phraseology

DEF tracking EML-LEMER-RK
SWY -> CVN: "via LEMER, DEF, I have no vertical restrictions or frequency requirements, your onwards with KPL"
CVN -> SWY: "DEF, my onwards with KPL"
CVN will put "SWY NVR NFR" in the label data
CVN -> KPL: "via LEMER, DEF, SWY has no vertical restrictions or frequency requirements"
KPL -> CVN: "DEF"
CVN will handoff the aircraft directly to KPL

Note

It is important to remember that this coordination is still a negotiation. You are free to reject any proposition that doesn't work for you and your traffic picture. And if there is a particular restriction to nominate, it is always best to take the aircraft on frequency.

Handoffs

Receiving a handoff means you are permitted to turn an aircraft 45 degrees left or right, and climb/descend it to any level without coordination. Do not handoff an aircraft to another sector if a turn of 45 degrees or a change of level would cause a conflict with any of your own aircraft. Or alternatively, you can nominate a restriction prior to handoff.

Phraseology

YWE -> TBD: "ABC, my restriction is DEF, calls you now"
TBD -> YWE: "ABC, restriction is DEF, calls me now"

Upon receipt of a handoff, once the aircraft is established half the applicable lateral standard (2.5nm for ENR, 1.5nm for ADC/TCU) within your airspace, you are free to turn the aircraft as much as you like. If you need to turn them more than 45 degrees earlier than that, simply ask!

Phraseology

KPL -> RKA: "ZYX, do you have any restrictions?"
RKA -> KPL: "ZYX, no restrictions"
KPL will place "RKA NR" in the label until 2.5nm clear of their airspace, to record that the coordination has been completed.

For more information, refer to individual local instructions.

Rules

Class D Towers

ENR/TCU -> Class D TWR

Heads-up coordinate arrivals/overfliers prior to 5 mins from the boundary.

"Via (Route/Procedure), (Callsign), (Level - if not standard assignable), (Runway - if not duty runway)"

Class D TWR -> ENR/TCU

Next call within 2 minutes of takeoff for all CTA departures.

Radar Towers

Radar TWR -> TCU

Next call within 2 minutes of takeoff unless overridden by local Auto Release rules.

If Auto Release is suspended by the TCU controller, respond by advising of any aircraft with a takeoff clearance.

Phraseology

TCU -> ADC: "Cancel Auto Release"
ADC -> TCU: "Cancel Auto Release, QLK108D released"
TCU -> ADC: "QLK108D"

TCU -> Radar TWR

Radar TWRs will Next coordinate all departures unless permitted by local Auto Release rules. Respond with any lateral departure instructions (if required by SID or departure procedure) and any additional vertical restrictions, or "unrestricted".

If due to weather, overflying aircraft, runway config changes, etc. Auto Release needs to be cancelled, advise this to the ADC controller. They will respond with any aircraft who have a takeoff clearance.

Phraseology

TCU -> ADC: "Cancel Auto Release"
ADC -> TCU: "Cancel Auto Release, QLK108D released"
TCU -> ADC: "QLK108D"

TCUs

ENR -> TCU

Voiceless for aircraft landing at main airport (eg YMML in ML TCU), assigned a STAR, and standard assignable level, unless overridden by local procedure.

Heads-up coordinate all other aircraft by 20nm to boundary.

TCU -> ENR

Voiceless for aircraft assigned lower of standard assignable level or RFL, and tracking via a Procedural SID terminus, unless overridden by local procedure.

Note

Aircraft are not required to be tracking via the SID procedure, simply tracking via any of the terminus waypoints (regardless of departure airport or assigned SID) is sufficient to meet the criteria for voiceless coordination

Heads-up coordinate all other aircraft by the boundary.

Enroute

ENR -> ENR

Voiceless, no changes to route or CFL within 50nm of the boundary, unless overridden by local procedure.

To/from Oceanic/International Units

Pacific Units

For aircraft going between the following FIRs in Oceanic Airspace only:

YBBB
YMMM
NFFF
AGGG
ANAU
NZZO
NZCM
KZAK
NTTT
AYPM
NWWW
NVVV

Voiceless, no changes to route or CFL within 15 mins of boundary.

Other Units

For aircraft going to the following FIRs:

WAAF
WIIF
VCCF
VRMF
FIMM
FAJO

Heads-up coordinate prior to 30 mins to boundary.

Voice coordination to International units shall be done in the following format:

"Estimate, (Callsign), (Boundary Point) (Estimate), (Level), on climb/descent if applicable"

Phraseology

IND -> FIMM CTR: "Estimate, QFA63, IBMAT time 33, F360"
FIMM CTR -> IND: "QFA63, F360"

OCTA Coordination

For any aircraft transiting to or from uncontrolled airspace (ie: Class G, VFR Class E), heads-up coordination is not required. However, a 5 minute change parameter applies to any aircraft that change level, route, or taxi within 5 minutes of the next sector's airspace.