Melbourne TCU

Positions

Name	ID	Callsign	Frequency	Login ID
Melbourne Approach East	MAE	Melbourne Approach	132.000	ML_APP
Melbourne Departures North	MDN	Melbourne Departures	118.900	ML_DEP
Melbourne Departures South	MDS	Melbourne Departures	129.400	ML-S_DEP
Melbourne (Avalon) Approach	MAV	Avalon Approach	133.550	AV_APP
Melbourne Radar	MAW	Melbourne Centre	135.700	ML-R_DEP
Melbourne Flow	MFL			ML_FMP

Non-Standard Positions

Non-standard positions may only be used in accordance with VATPAC Air Traffic Services Policy.
Approval must be sought from the bolded parent position prior to opening a Non-Standard Position, unless NOTAMs indicate otherwise (eg, for events).

Airspace

The vertical limits of the ML TCU are SFC to F245.

Reclassifications

MB CTR

MB CTR reverts to Class G when MB ADC is offline, and is administered by the relevant ML TCU controller.

AV CTR

AV CTR Class D SFC to A007 reverts to Class G and A007 to A025 to Class E when AV ADC is offline, and is administered by the relevant ML TCU controller.

Airspace Division

The divisions of the airspace between MAE, MDN, MDS, and MAV change based on the Runway Mode.

Note

The following diagrams do not include non ML TCU areas of responsibility such as MB ADC or EN ADC

09AD09A16D16AD16A27D27AD27AD34D34AD27A34AD (LAHSO)

Avalon Approach (MAV)

MAV is responsible for the Class D and E airspace in the AV CTR, SFC-A045.

They are responsible for the same portion of airspace when it is reclassified due to AV ADC being offline.

MAV extends south outside of 30nm ML, in to HUO(WON) airspace. The Southern portion of this extension (shown below) is Class E A015-A045, and HUO(WON) is responsible for the airspace above and below it.

MAV Airspace Side Profile

Melbourne Radar (MAW)

MAW is responsible for the provision of FIS in Class G airspace within the ML TMA. It is a role normally performed by MAV but can be delegated to any TMA controller. The position is designed to reduce the workload of other TMA positions by obtaining a pilot's request, identifying them, performing any necessary coordination, then handing them to the relevant controller who will issue clearance if appropriate. Explicit coordation requirements exist between MAW and other TCU positions.

Tip

It is not recommended that the MAV and MAW positions are held by 2 separate controllers, due to the low traffic levels at Avalon. MAV should be opened in preference to MAW, unless traffic levels at Avalon require the role to be split.

Departure and Arrival Procedures

Departure Procedures

ML (RADAR) SID

The ML (RADAR) SID is used for all non-jet IFR departures (and certain jet aircraft) from YMML. Unlike at other aerodromes, ML ADC does not need to coordinate these departures with a 'Next' call, provided they are assigned the standard assignable level and a Standard Assignable Heading.

Arrival Procedures

Level Assignment

When assigning levels on descent to aircraft, remember that you will not receive "Next" Coordination on aircraft assigned Standard Assignable Levels (A050 for most aircraft), meaning an aircraft could depart at any time without prior warning and climb to A050. To maintain separation assurance between arrivals and departures, do not assign below A060 to arriving aircraft until they are clear of the active runway's departure path.

Example

With RWY 34 in use for arrivals and RWY 27 in use for departures, aircraft inbound on the ARBEY STAR should be assigned no lower than A060 until established south of the RWY 27 departure track.

To avoid conflicting with published departure procedures, aircraft not cleared via a STAR should be issued a requirement to reach A090 by 20DME.

YMEN Arrivals

IFR YMEN Arrivals shall be cleared via the following arrival gates:
Runway 26: MOSVO
Runway 35: MOSVO
Runway 17: 5NM FINAL
Runway 08: 5NM FINAL

VFR YMEN Arrivals from ML TCU shall be cleared via any of the following arrival gates:

KAO
YYN
DSN
APL
SNP
WES

Offline Towers

EN ADC Offline

Tip

When EN ADC is offline, consider publishing an ATIS Zulu for the aerodrome, to inform pilots about the airspace reclassification. The More ATIS plugin has a formatted Zulu ATIS message.

Departures

Essendon has unique procedures due to its position in the ML CTR, with controlled airspace to the ground. Departing aircraft will request airways clearance and engine start while on the bay and ML TCU will provide current weather conditions, expected runway for departure, and clearance. On completion of the readback, aircraft should be instructed to 'report taxiing to runway XX'.

Phraseology

FDK: "Melbourne Approach, FDK, YMEN for YSHT, request clearance and engine start"
ML TCU: "FDK, Melbourne Approach, wind 290 degrees 4 knots, QNH 1017, cleared to YSHT via MNG, flight planned route, visual departure, climb to A040, squawk 4423, expect runway 35"
FDK: "QNH 1017, cleared to YSHT via MNG, flight planned route, visual departure, climb to A040, squawk 4423, FDK"
ML TCU: "FDK, start approved, report taxiing for runway 35"
FDK: "Start approved, FDK"

When the aircraft reports taxiing, issue a traffic statement and instruct them to report at the holding point for departure instructions.

Phraseology

FDK: "FDK, taxiing runway 35"
ML TCU: "FDK, traffic is CBN, a Cherokee, 5nm final runway 35, report at the holding point for departure instructions"
FDK: "Copy CBN, wilco, FDK"

Once the aircraft is ready for departure and no conflict exists in your airspace, issue any relevant departure instructions (assigned heading, visual turns, etc). If a departure is not yet available, instruct the pilot to hold on the ground and indicate the reason for the delay.

Phraseology

FDK: "FDK, ready runway 35"
ML TCU: "FDK, hold at the holding point, short delay due inbound aircraft"
FDK: "Hold at the holding point, FDK"

ML TCU: "FDK, make right turn, report airborne"
FDK: "Make right turn, FDK"

Arrivals

The class C airspace surrounding YMEN extends to SFC. This means that aircraft conducting approaches will remain inside controlled airspace until they land (and in the event of a go around). These aircraft should be cleared for an appropriate approach, advised of any traffic taxiing at YMEN, and instructed to 'report clear of the runway'. The missed approach path must be protected until the aircraft reports clear.

Phraseology

ML TCU: "SH490, cleared ILS Runway 26 approach, traffic taxiing for the holding point is UJA, an Aero Commander, report clear of the runway"
SH490: "Cleared ILS Runway 26, copy UJA, SH490"

SH490: "SH490, clear of the runway, Essendon, cancel SARWATCH"
ML TCU: "SH490, Essendon SARWATCH terminated"

AV ADC Offline

Departures

Departing aircraft will require an airways clearance on the ground, due to the low level of CTA. Aircraft should report taxiing to the TCU controller, who will issue a squawk code and traffic statement. These aircraft should be instructed to report at the holding point, where airways clearance will be issued.

Phraseology

AM318: "Melbourne Approach, AM318, King Air, POB 2, IFR, taxiing YMAV runway 18 for YMEN"
ML TCU: "AM318, Melbourne Approach, squawk 3542, no reported IFR traffic, report ready at the holding point for airways clearance"
AM318: "Squawk 3542, wilco, AM318"

AM318: "AM318, ready runway 18"
ML TCU: "AM318, cleared to YMEN direct. Enter controlled airspace on the AV5 departure, climb via SID to A040"
AM318: "Cleared to YMEN direct. Enter controlled airspace on the AV5 departure, climb via SID to A040, AM318"
ML TCU: "AM318, assigned heading left 020, report airborne"
AM318: "Assigned left 020, wilco, AM318"

Arrivals

Due to the low level of CTA above Avalon, aircraft conducting approaches will commence the approach inside controlled airspace and leave CTA on descent. If the aircraft goes around, they will re-enter controlled airspace. These aircraft should be cleared to leave controlled airspace descending via an appropriate approach and instructed to 'report clear of the runway'. The missed approach path must be protected until the aircraft reports clear.

Note

A clearance to conduct an instrument approach constitutes a clearance to carry out the published missed approach. As a result, there is no need to issue a clearance to re-enter controlled airspace in the event the aircraft goes around.

Phraseology

ML TCU: "JST607, leave controlled airspace descending via the ILS Runway 18 approach, no reported IFR traffic, report clear of the runway"
JST607: "Leave controlled airspace descending via the ILS Runway 18 approach, JST607"

JST607: "JST607, clear of the runway, Avalon, cancel SARWATCH"
ML TCU: "JST607, Avalon SARWATCH terminated"

MB ADC Offline

Departures

Due to the low level of CTA surrounding YMMB, it is best practice to give airways clearance to aircraft at the holding point, to ensure departing aircraft can have uninterrupted climb.

Phraseology

AAC: "Melbourne Approach, AAC, PC12, POB 7, IFR, taxiing YMMB for YBLT, runway 35L"
ML TCU: "AAC, Melbourne Approach, squawk 4301, no reported IFR traffic, report ready at the holding point for airways clearance"
AAC: "Squawk 4301, wilco, AAC"

AAC: "AAC, ready runway 35L"
ML TCU: "AAC, cleared to YBLT via SAMIG, flight planned route, climb to A040"
AAC: "Cleared to YBLT via SAMIG, flight planned route, climb to A040, AAC"

Arrivals

IFR aircraft cruising inside CTA will generally commence an instrument approach from within controlled airspace and leave CTA on descent. The missed approach procedure will keep these aircraft outside controlled airspace, so does not need to be protected by the TCU controller. Clear these aircraft to leave CTA descending via an appropriate approach.

When MAW is online, aircraft should be transferred to them once established on the RNP approach.

Phraseology

ML TCU: "OFX, Leave controlled airspace descending via the RNP Runway 17L approach, no reported IFR traffic"
OFX: "Leave controlled airspace descending via the RNP Runway 17L approach, OFX"

If MAW is online:

Phraseology

MDN: "OFX, Leave Controlled Airspace descending via the RNP Approach Runway 17L, established contact Melbourne Centre 135.7"
OFX: "Leave controlled airspace descending via the RNP Runway 17L approach, contact Melbourne Centre 135.7 established, OFX"

OFX: "Melbourne Centre, OFX Established RNP Runway 17L"
MAW: "OFX, Melbourne Centre no reported IFR traffic"
OFX: "OFX"

Runway Modes

LAHSO

Important

Due to its operational complexity, LAHSO must be authorised by a senior VATPAC staff member or a nominated event coordinator.

Detailed procedures exist to ensure that controllers are aware of their responsibilities when performing LAHSO. See Controller Skills for more information.

Flow

Local Knowledge

Aircraft from the south may be issued the PORTS STAR in lieu of the RAZZI STAR to reduce track miles to runways 09 and 34
In lieu of a STAR, aircraft from the west may be radar vectored via a right circuit to runway 16 to reduce track miles
Aircraft via RAZZI or ALAXO may be issued the Mike/Papa STAR to reduce track miles to runway 16
Aircraft from the northeast may be issued RWY 27 or direct to the IAF of the RNP-M RWY 16 to reduce track miles (coordination required)
LAHSO runway mode will increase arrival rate (see activation prerequisites for specific LAHSO approvals required)

Flow Tables

The tables below give an estimated time in minutes from the Feeder Fix to the Threshold.

Jets & DH8DNon-Jets

Arrival	RWY 09	RWY 16	RWY 27	RWY 34
ALAXO A STAR	11^	17	15	12
ALAXO P STAR	-	15	-	-
ARBEY STAR	11^	9^	12	13
BOOIN A STAR	15	12	10^	13
BOOIN V STAR	-	-	-	12
BOYSE A STAR	16	13	11	14
BOYSE V STAR	-	-	-	13
PORTS STAR ONAGI transition TASIS transition	13 14	- -	- -	9^ 9^
RAZZI A/V STAR	16	13	9^	10^
RAZZI M STAR	-	11	-	-
No STAR - Vectors to IAF Feeder Fix: MENOG	10^	15	11^	8^

Arrival	RWY 09	RWY 16	RWY 27	RWY 34
ALAXO A STAR	12^	19	17	14
ALAXO P STAR	-	17	-	-
ARBEY STAR	12^	10^	14	15
BOOIN A STAR	17	14	11^	15
BOOIN V STAR	-	-	-	14
BOYSE A STAR	18	15	13	16
BOYSE V STAR	-	-	-	15
PORTS STAR ONAGI transition TASIS transition	15 16	- -	- -	10^ 11^
RAZZI A/V STAR	18	15	10^	11^
RAZZI M STAR	-	13	-	-
No STAR - Vectors to IAF Feeder Fix: MENOG	12^	17	12^	9^

Corrections

Situation	Correction
Assigned a reduced speed	+1 min, except ^
Over 40kt of head/tailwind component	+1 min for headwind -1 min for tailwind

Assumptions

Nil wind
The feeder fix for all STARs is the waypoint coinciding with the title of the STAR, except:
- The feeder fix for the PORTS STAR, ONAGI Transition is LATTA
- The feeder fix for the PORTS STAR, TASIS Transition is EKKAS

Calculator

The following calculator will generate a landing time from a feeder fix ETA, or the reverse.

Landing TimeFeeder Fix Time

Coordination

Enroute

Departures

Voiceless to all surrounding Enroute sectors for all aircraft:

Assigned the lower of F240 or the RFL; and
Tracking via any of the following:
- a Procedural SID terminus
- MENOG
- DOTPA
- OMKON
- AV

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.

All other aircraft going to Enroute CTA must be Heads-up coordinated by ML TCU prior to the boundary.

Phraseology

ML TCU -> YWE: "QFA420, with your concurrence, will be assigned F190, for my separation with QLK52D"
YWE -> ML TCU: "QFA420, concur F190"

Arrivals

Voiceless for all aircraft:

With ADES YMML; and
Assigned a STAR; and
Assigned A090

All other aircraft coming from Enroute CTA will be Heads-up coordinated to ML TCU.

ML ADC

Auto Release

Important

Melbourne utilises auto release for all Procedural SIDs and the ML (RADAR) SID provided aircraft are assigned the Standard Assignable Level and a Standard Assignable Heading.

Next coordination is not required for aircraft that are:

Assigned a Procedural SID
- Departing from a runway nominated on the ATIS; and
- Assigned A050
Assigned the ML (RADAR) SID
- Departing from a runway nominated on the ATIS; and
- Assigned A050; and
- Assigned a Standard Assignable Heading
Assigned the ISPEG SID
- Departing from Runway 16 during the 16A27D Runway Mode; and
- Assigned A050; and
- Tracking via MNG, NONIX, DOSEL, KEPPA, PEDNI or ESDIG

All other aircraft require a 'Next' call to ML TCU.

The Standard Assignable level from ML ADC to ML TCU is:

Aircraft	Level
All	The lower of `A050` and `RFL`

Standard Assignable Departure Headings

The following Standard Assignable Headings may be used for aircraft assigned the ML (RADAR) SID, depending on their direction of travel.

Runway	W	NW	NE	SE	S/SW
RWY 09	----	----	----	----	----
RWY 16 (16AD)	H160	H290	H290	H160	H160
RWY 16 (09A16D)	H160	H160	H160	H160	H160
RWY 27	H260	H320	H290	H260	H260
RWY 34	H260	H340	H340	H340	H260

Note

When Runway 09 is in use for departures, ML TCU shall nominate a heading to ML ADC for use as a standard assignable heading.

ML TCU Internal

APP / DEP

Voiceless Coordination is in place for aircraft transiting between ML TCU positions, provided the aircraft is:

With ADEP YMML:
Assigned a SID; and
Climbing via SID to A100 or higher, or
With ADES YMML:
Assigned a STAR; and
Descending via STAR to A070

All other aircraft, including aircraft that transit between internal ML TCU boundaries, must be heads-up coordinated.

Phraseology

MDS -> MAV: "via JAYBI, JST603"
MAV -> MDS: "JST603, A030"

Between MAV and APP/DEP

YMAV arrivals and departures do not meet the voiceless criteria between APP/DEP and MAV, and must be heads-up coordinated.

Tip

When MAV is conducting Heads-up Coordination to MDS on a YMAV departure, it is good practice for MDS to coordinate back a higher level (F240 or the RFL, if no restrictions), so that the aircraft does not have interrupted climb

Phraseology

MAV -> MDS: "via JUSTY, JST616"
MDS -> MAV: "JST616, F240"
MAV -> MDS: "F240, JST616"

Between MAW and TCU

Standard Radar to TCU coordination for each aircraft transiting between Class G and CTA (or vice versa).

EN ADC

Airspace

EN ADC is responsible for the Class C airspace shown below, SFC to A020.

Start Clearance

When an aircraft requests start clearance, the EN SMC controller shall coordinate with ML TCU to obtain the start clearance.

VFR Clearance

When an aircraft requests a VFR outbound departure to the north or west, the EN SMC controller shall coordinate with ML TCU to obtain approval to provide such clearance.

Phraseology

EN SMC -> ML TCU: "XYZ requests clearance via ROK."
ML TCU -> EN SMC: "XYZ, clearance approved, not above A025."

When a clearance cannot be given (for example, due to conflicting traffic at YMML), EN SMC shall instead provide clearance to depart to the south or east.

Departures

Next coordination is required from EN ADC to ML TCU for all aircraft entering ML TCU CTA.

The Standard Assignable level from EN ADC to ML TCU is:

Aircraft	Level
All	The lower of `A030` and `RFL`

Arrivals/Overfliers

ML TCU will heads-up coordinate arrivals/overfliers from Class C to EN ADC prior to 5 mins from the boundary.
IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to EN ADC, unless EN ADC nominates a restriction.

Phraseology

ML TCU -> EN ADC: "via KAO, KHU"
EN ADC -> ML TCU: "KHU, A015"

Note

For aircraft not tracking via an Arrival Gate, ML TCU is required to coordinate descent of aircraft into EN ADC airspace.

When "The Coffin" is released, ML TCU is required to coordinate any use of Runway 27 to EN ADC prior to use.

AV ADC

Departures

Next coordination is not required to ML TCU for aircraft that are:

Departing from a runway nominated on the ATIS; and
Assigned the standard assignable level; and
Assigned a Procedural SID

All other aircraft require a 'Next' call to ML TCU.

The Standard Assignable level from AV ADC to ML TCU is:

Aircraft	Level
All	The lower of `A040` and `RFL`

Arrivals

Heads-up Coordination is not required to AV ADC for YMAV arrivals, due to MAV owning the surrounding airspace. Aircraft shall be instructed to contact AV ADC on final, as per Class C Tower handoffs.

MB ADC

Airspace

MB ADC is responsible for the Class D airspace in the MB CTR SFC to A025.

Refer to Reclassifications for operations when MB ADC is offline.

Departures

MB ADC will issue airways clearances for all departures planned into the overlying Class C airspace. Aircraft who will transit Class G airspace on climb into CTA will be cleared to leave and re-enter controlled airspace by MB ADC.

Next coordination is required from MB ADC to ML TCU for all aircraft entering ML TCU CTA.

The Standard Assignable level from MB ADC to ML TCU is:

Aircraft	Level
All	The lower of `A050` and `RFL`

Arrivals/Overfliers

ML TCU will heads-up coordinate arrivals/overfliers from Class C to MB ADC prior to 5 mins from the boundary.
IFR aircraft will be cleared to leave and re-enter controlled airspace via the coordinated approach (Instrument or Visual) prior to handoff to MB ADC, unless MB ADC nominates a restriction.
VFR aircraft will have their control services terminated passing A025 on descent, and instructed to contact MB ADC for onwards clearance.

Phraseology

MDS -> MB ADC: "To the west, PLE, for the NDB-A"
MB ADC -> MDS: "PLE, NDB-A"

Tip

Ensure the aircraft's FDR is up-to-date in order to give MB ADC maximum situational awareness of the traffic picture. (eg. if the aircraft is doing the RNP approach, ensure the FDR has been rerouted via the appropriate points)