Sydney TCU

Positions

Name	ID	Callsign	Frequency	Login ID
Sydney Approach South	SAS	Sydney Approach	128.300	SY_APP
Sydney Approach North	SAN	Sydney Approach	124.400	SY-N_APP
Sydney Departures South	SDS	Sydney Departures	129.700	SY_DEP
Sydney Departures North	SDN	Sydney Departures	123.000	SY-N_DEP
Sydney Director West	SFW	Sydney Director	126.100	SY-D_APP
Sydney Director East	SFE	Sydney Director	125.300	SY-DE_APP
Sydney Radar	SRI	Sydney Centre	124.550	SY-R_DEP
Sydney Flow	SFL			SY_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 SY TCU are SFC to F285.
SY TCU is responsible for the Sydney TMA, except:

SY CTR SFC to A005 as outlined here
R470 Restricted Area, when RIC ADC is online (or as negotiated)

Reclassifications

BK CTR

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

CN CTR

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

RI CTR

RI ADC being online will activate the R470 Restricted Area, which is reclassified as Class C when active.

Control authority of the R470 Restricted Area when active is as follows:

RI ADC SFC-A015
SY TCU (SDN) A015-A045

Note

Depending on the YSSY runway mode, R470 will overlap with the jurisdiction of surrounding TCU positions. SDN is ultimately responsible for aircraft into/out of YSRI and should coordinate with any surrounding controllers to establish any restrictions.

Preference should be given to keeping the aircraft on the SDN frequency where possible, rather than handing them to neighbouring TCU sectors in close proximity to YSRI.

Airspace Division

The divisions of the airspace between SAN, SAS, SDS, SDN, SFW and SFE change based on the Runway Mode.

SY TCU Side Profile

Note

The following diagrams do not include non SY TCU areas of responsibility such as BK CTR or CN CTR

07AD16 PROPS25AD34 PROPSSODPROPS

Important

Separation between aircraft on the TESAT-FISHA-T066 track is a joint responsibility of SDN and SDS. Aircraft will be assigned the appropriate departure frequency according to their direction of travel, and each controller will apply separation from the other departure controllers' traffic.

Important

Separation between aircraft tracking via the KEVIN SID to KEVIN is a joint responsibility of SDN and SDS. Aircraft will be assigned the appropriate departure frequency according to their direction of travel, and each controller will apply separation from the other departure controllers' traffic.

Important

Separation between aircraft tracking via the RIC SID to RIC and MARUB SID to MARUB is a joint responsibility of SDN and SDS. Aircraft will be assigned the appropriate departure frequency according to their direction of travel, and each controller will apply separation from the other departure controllers' traffic.

Important

Separation between aircraft tracking via the RIC SID to RIC, and aircraft tracking via the KEVIN SID to KEVIN is a joint responsibility of SDN and SDS. Aircraft will be assigned the appropriate departure frequency according to their direction of travel, and each controller will apply separation from the other departure controllers' traffic.

Airspace Structural Arrangements

Pursuant to Section 2 of the VATPAC Air Traffic Services Policy, the following rules apply, in the order presented, to these controller positions, except SFL:

a) "South"/"West" positions shall assume the airspace of corresponding "North"/"East" positions when the latter are inactive (e.g. SAS assumes SAN airspace, SFW assumes SFE airspace)

b) Approach assumes Director/Departure airspace "on-side" when the latter positions are inactive (e.g. with SAS and SAN online only, SAS assumes SDS and SFW)

c) Departures assumes SRI airspace when the position is inactive.

Note

The default ownership of sectors within the SY TCU is merely a suggestion for starters. There are 7 executive controller positions within the SY TCU, plus a flow controller, and the ownership of these sectors can be delegated as desired based on the traffic disposition, when agreed between the controllers. For example, during a Milk Run event, if SY APP and SY DEP are online, SY APP may have a lot more work to do than SY DEP, and it would mostly be concentrated on the RIVET/ODALE corridor. In light of this, it might be wise for SY APP to take ownership of SAS, SFW and SFE airspace, whilst SY DEP take ownership of SAN, SDS, SDN, and SRI airspace.

Tip

Unless there are 2 separate Director controllers online (during a Major event like Panic Stations, for example), it is not recommended that the SFW and SFE positions are held by 2 separate controllers, due to the tendency of some less experienced pilots to overshoot the runway centreline

Sydney Radar (SRI)

SRI is responsible for the provision of FIS in Class G airspace within the SY TMA. It is a role normally performed by DEPs 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 SRI and other TCU positions.

Example

During a busy event, Sydney Departures is experiencing a high workload and wishes to delegate the SRI role to another TMA controller who isn't as busy. SAN's sector is quiet, so they elect to perform the role.

Training Areas

SRI should monitor aircraft operating in the YSBK and YSCN training areas. VFR aircraft are not required to contact SRI for entry, however should monitor the SRI frequency when operating in the training areas.

Training Area	Danger Area Code
YSBK	D556B
YSCN	D552

If a conflict is imminent, SRI may pass safety alerts to VFR aircraft, even if prior contact has not been established and the aircraft are not in receipt of Surveillance Information Service (SIS). IFR aircraft, or VFR aircraft receiving SIS, that pass near the Training Areas may be given traffic information on known aircraft operating within the Training Areas, particularly those on the eastern side that may intend to exit tracking to Prospect Reservoir (PSP).

Western Sydney Airport

The under-construction Western Sydney Airport is located in Badgerys Creek, north north-west of BRY. The opening of the new aerodrome will entail significant changes to the airspace arrangement across the TCU. Until then, the airport remains uncontrolled and is OCTA. There are no instrument procedures or navigational aids established to facilitate its use.

Some pilots may choose to simulate operations to/from the airport, despite these limitations. Aircraft operating in and out of the site are processed in the same way as any other flight into an uncontrolled ALA OCTA.

Separation

Parallel Runway Operations

Instrument Approach

Aircraft joining parallel instrument approaches must remain separated from aircraft on the adjacent approach until they are established. This usually involves keeping aircraft vertically separated and may require aircraft to intercept the localiser/final approach course and maintain their assigned level, only allowing descent on the approach once they are established.

Two aircraft cleared for adjacent instrument approaches must maintain the following minimum lateral separation:

Situation	Lateral Separation Standard
One or both aircraft not yet established	3nm
Both aircraft established on final approach courses	1nm

Note

It may be necessary to use speed control on base & final to maintain the required separation.

Independent Visual Approach

An aircraft is only considered independent from the adjacent final approach course if both aircraft have been cleared for an IVA. If one or both pilots have not been cleared for an IVA, they must remain separated as if they were on an instrument approach.

Local Procedures

Sydney Harbour Scenic Flights

Flights may be cleared for one of two standard scenic flight routes at A015, Harbour Scenic One or Harbour Scenic Two, which are described below. Pilot preference should be accommodated where traffic permits.

Aircraft must track via Class G airspace to Long Reef and contact SY TCU prior to reaching Long Reef requesting a ‘Harbour Scenic’ clearance. Attempt to identify the aircraft, and if a clearance cannot be given immediately, instruct the pilot to remain in Class G airspace.

Phraseology

"LOI, squawk 0542, remain clear of Class C airspace"

A ‘Harbour Scenic One’ (or ‘Two’) clearance is used to authorise flight in the nominated route at A015. Sydney QNH must be issued with the clearance.

Phraseology

"LOI, identified, cleared Harbour Scenic One, Sydney QNH 1014"

Caution

The Harbour Scenic One procedure may cause conflict with departures from Runway 34R to the north. Before issuing a Harbour Scenic One clearance, assess the traffic situation on the ground at YSSY and determine whether a departure to the north of the harbour is likely in the next few minutes. If necessary, instruct the aircraft to remain OCTA and advise of the delay, or alternatively, issue the Harbour Scenic Two clearance.

Sydney Harbour Scenic Routes — Sydney Harbour Scenic One *(in pink)* and Two *(in green)*

These can be displayed on vatSys using the SY_VFR map.

Note

Remember that VFR aircraft are not separated from other VFR aircraft in class C airspace. If other VFR aircraft are operating over the harbour, you are not required to provide a separation standard between them, however you must pass traffic information to both aircraft.

Departure and Arrival Procedures

Level Assignment

Note

Inbound aircraft will be handed from Enroute to Approach assigned the standard assignable level. This section refers to further descent issued by the Approach controller.

Adjacent STARs do not guarantee lateral separation (particularly as aircraft get closer to TESAT), so to avoid a breakdown of separation standards, Approach should assign levels as follows:

ODALE/MEPIL STAR: A060
RIVET/BOREE STAR: A080
MARLN STAR: A090

RIVET/BOREE aircraft should only be assigned A070 when an adjacent ODALE/MEPIL arrival is maintaining A060. These aircraft can be stepped down to A060 once sufficient lateral separation exists (often during the downwind turn).

Demonstration of the Adjacent STARs

Tip

Be mindful of Sydney's REP airspace arrangement and avoid leaving arrivals at A100. Aircraft should be descended to A090 or below by 20DME to prevent conflict with departing traffic.

All aircraft should be assigned no lower than A060 until clear of the active runways' departure tracks. This normally occurs once established on downwind (but changes based on runway config).

Note

Remember that you will not receive "Next" Coordination on aircraft assigned Standard Assignable Levels (ie A050 for Jets, A030 for Non-Jets), meaning an aircraft could depart at any time without prior warning and climb to A050.

Example

For an aircraft inbound from the north on the BOREE STAR to runway 34R, assign no lower than A080 until any adjacent aircraft are maintaing A060, then A070 until the aircraft are laterally clear. The arrival should then be assigned A060 until south of the field.

Be mindful of departures from YSBK which may also impact aircraft on downwind for RWY 16R at YSSY. Do not assign lower than A040 until the aircraft is north/east of the BK CTR and clear of any departing traffic (who are assigned A030 by default).

Director East and West

SFE/SFW are responsible for vectoring aircraft onto the final approach course and clearing them for the relevant instrument or visual approach. Aircraft will be handed off from SAN/SAS assigned A060.

Depending on the runway configuration and inbound direction, aircraft may be handed off to SFE/SFW:

on a downwind heading (or intermediate heading to position for downwind)
established on the STAR
tracking direct to the IAF or established on the LOC (generally when inbound from the north for RWY 16L or 16R)

As a general rule, handoffs should occur once the aircraft has crossed any departure tracks (if a circuit is to be flown) or prior to the aircraft reaching A060 provided SAS/SAN has no further requirements for the aircraft (if a straight-in approach is planned).

Tip

See Independent Visual Approaches for the required label annotations for use when both Director positions are online.

SFW/SFE should provide aircraft an approximate 'miles to run' on first contact, to allow the aircraft to plan their descent path.

Tip

A typical downwind will take roughly 25 track miles from the normal point have handover from SAN/SAS to SFE/SFW.

Phraseology

"QLK402, Sydney Director, descend to A040, 25 miles to run"

SFW/SFE may provide distance to touchdown, when transferring an aircraft to tower after the aircraft is established on their approach runway centreline.

Phraseology

"QFA490, 8 miles to touchdown, contact tower 120.5"

YWLM STARs

YWLM arrivals from the south and west will transit the SY TCU as they descend. BIK/KAT will provide these aircraft with their STAR clearance and initial descent, before conduct heads-up coordination with the relevant SY TCU controller to facilitate further descent.

IFR aircraft which depart from the SY TMA with ADES YWLM must be issued STAR clearance by SY TCU.

Phraseology

BIK -> SAS: "via RIVET, JST472, will be assigned F250"
SAS -> BIK: "JST472, F250"

SY TCU is then responsible for facilitating descent to these aircraft to F130 (or an otherwise coordinated level), before handing the aircraft to ARL(MLD).

Alternately, SY TCU may coordinate F130 and "no frequency requirements" with BIK/KAT, if traffic levels allow. This permits BIK/KAT to provide the aircraft with continuous descent as they transit the TMA. SAS is responsible for onwards coordination to other affected sectors within SY TCU, if multiple controllers are online.

Phraseology

BIK -> SAS: "via RIVET, QLK1997, will be assigned F250"
SAS -> BIK: "QLK1997, F130 and no frequency requirements. My onwards with SDN."
BIK -> SAS: "QLK1997, F130, yours with SDN."
BIK will put SAS C130 NFR in the label data, and hand the aircraft directly off to ARL(MLD).

Offline Towers

BK ADC Offline

Due to the low level of CTA (A015) in the BK CTR when BK ADC is offline, it is best practice to give airways clearance to aircraft at the holding point, to ensure departing aircraft can have uninterrupted climb.

Phraseology

LOA: "LOA, King Air, POB 10, IFR, taxing Bankstown for Shellharbour, Runway 11C"
SY TCU: "LOA, Sydney Approach, squawk 3601, no reported IFR traffic, report ready at the holding point for airways clearance"
LOA: "Squawk 3601, wilco, LOA"

ABC: "LOA, ready Runway 11C"
SY TCU: "LOA, cleared to YSHL via ANKUB, flight planned route, BK1 departure, climb via SID to A030"
LOA: "Cleared to YSHL via ANKUB, flight planned route, BK1 departure, climb via SID to A030, LOA"

Runway Modes

Parallel Runway Operations

Instrument Approach

During dependent instrument approaches (i.e. all instrument approaches excluding PRM operations), aircraft must remain separated from aircraft on the parallel approach.

Independent Visual Approach

To clear an aircraft for an IVA, the pilot must report their landing runway in sight, or report visual if already established on the LOC/final approach course. They must be vectored/instructed to join final inside the IVA chevron.

An aircraft's tag label shall be amended with the following annotations:

Situation	Annotation
Visual	`V`
Landing runway in sight	`R`

An aircraft is only considered independent from the adjacent final approach course if both aircraft have been cleared for an IVA. If one or both pilots have not been cleared for an IVA, they must remain separated as if they were on an instrument approach (3nm laterally until established, then 1nm lateral separation).

Phraseology

SFW: "BNZ444, Turn left heading 360, join final runway 34L, from that heading cleared independent visual approach"
BNZ444: "Turn left heading 360, join final runway 34L, from that heading cleared independent visual approach, BNZ444"

When conducting IVAs, aircraft shall not be transferred to SY ADC until established on final.

Phraseology at Night

At night, pilots must be instructed to not descend below the relevant MVA until they are established on the PAPI or glidepath.

"CLEARED INDEPENDENT VISUAL APPROACH, NOT BELOW (MVA) UNTIL ESTABLISHED ON THE (PAPI or GLIDEPATH)"

Phraseology

SFE: "ANZ361, Turn right heading 305, join final runway 34R, from that heading cleared independent visual approach, not below A015 until established on the PAPI"

SODPROPS

Arriving aircraft must be established on final and transferred to the tower frequency no later than 10NM from touchdown.

Helicopter Operations

Inbound/Outbound Routes

Helicopters outbound from YSSY will make contact with the Departures controller established on a Helicopter Route. Controllers need only identify the aircraft, as they will already be cleared to climb to a suitable level (generally not above A010) through their coded clearance. Each clearance stipulates a point where identification and control services are automatically terminated, but controllers may explicitely cancel these services for new pilots who may not understand where they exit CTA.

You can find each Helicopter Route below, and full details are in the ERSA FAC YSSY. Additionally, the vatSys SY_HELO map displays an approximation of each route.

Phraseology

YZD: "Sydney Departures, helicopter YZD, passing A009 on the Barracks 5 Outbound"
SY TCU: "YZD, Departures, identified"

Helicopters tracking inbound to YSSY will generally do so via a Helicopter Route. Aircraft are required to contact the TCU controller for clearance along these routes, with the exception of the CAPE BANKS 5 INBOUND and WANDA 5 INBOUND for which they should contact SY ADC directly.

Controllers should identify the aircraft and then provide clearance if traffic permits.

Phraseology

HSZ: "Sydney Departures, helicopter HSZ, Sydney Heads, A010, received Delta, request Harbour Bridge 5 Inbound"
SY TCU: "HSZ, squawk 0552"

SY TCU: "HSZ, identified, cleared Harbour Bridge 5 Inbound"

The helicopter route title should be recorded in the global ops field and the route waypoints should be added to the FDR route, as below.

Route	Waypoints
ROSEHILL 5 INBOUND	`RSH RKWC`
ERSKINEVILLE 5 INBOUND	`DHH REDF ERSK`
HARBOUR BRIDGE 5 INBOUND	`HBB DHH REDF ERSK`
BARRACKS 5 INBOUND	`RCB MPSC`
MAROUBRA 5 INBOUND	`MRBR`
CAPE BANKS 5 INBOUND	`CAPS`
WANDA 5 INBOUND	`YWAN DLPT`
GEORGES RIVER 5 INBOUND	`CSTH PNP GRB DLPT`

Note

Some Helicopter Routes may conflict with fixed wing approach/departure paths, so use common sense to separate helicopters when required. For example, during 34 PROPS, it may be more suitable for helicopters to track via the CAPE BANKS 5 INBOUND rather than taking the MAROUBRA 5 INBOUND, due to it's close proximity to the MARUB SID. In any case, if pilots are unfamiliar with local landmarks, simplify your instructions to assist them while maintaining separation.

Inbound helicopters should transfer to SY ADC automatically (as per the coded clearance), however new pilots may need an explicit handoff.

Terminal Airspace Operations

Bondi Coded Clearances

The BONDI 5 coded clearance is only available to helicopters, provided PRM approaches are not in use to RWY 16s at YSSY. The clearance may not be available (or delays may be required) when RWY 25 is in use for arrivals or RWY 07 is in use for departures.

Tip

You can find details of the BONDI 5 procedure in the YSSY ERSA FAC under section 14 HELICOPTER ROUTE OPERATIONS.

Helicopters should be identified and then cleared for the BONDI 5 NORTHBOUND or BONDI 5 SOUTHBOUND. Traffic information must be provided on any other helicopters operating on the route or any other aircraft in the area (e.g. aircraft in Victor One). Sydney QNH should be provided if the aircraft didn't depart from YSSY recently.

Phraseology

YOE: "Sydney Approach, helicopter YOE, Jibbon Point, A005, received Whiskey, request Bondi 5 Northbound"
SY TCU: "YOE, Sydney Approach, squawk 0451"

SY TCU: "YOE, identified, cleared Bondi 5 Northbound, Sydney QNH 1024"

Once the aircraft exits CTA at Long Bay Headland (southbound) or Sydney Heads (northbound), cancel their identification and control services. If the helicopter is likely to request a clearance via one of Sydney's Helicopter Routes, consider instructing them to remain on their assigned squawk code to assist with identification.

Phraseology

"YOE, clear of controlled airspace, identification and control services terminated, squawk 1200, frequency change approved"

Sector Coded Clearances

To reduce frequency congestion, several commonly used geographically defined areas are designated with lateral and vertical limits and provided upon request via a coded clearance to helicopter aircraft.

Sector Name	Lateral Limits	Vertical Limits
City East	Bounded by Rushcutters Bay, Sydney Cricket Ground, Sydney Harbour Bridge South Pylon, Fort Denison, Clark Island, Rushcutters Bay	Not above `A020`
CBD	Bounded by Rushcutters Bay, Sydney Cricket Ground, Cleveland Street, Regent Street, George Street, Sydney Harbour Bridge South Pylon, Fort Denison, Clark Island, Rushcutters Bay	Not above `A020`
North Harbour	The area northeast of a line St Ives Showground, Roseville Bridge, Sydney Harbour Bridge North Pylon then via the northern shore of Sydney Harbour to Middle Head then Manly	Not above `A015`
Northern Beaches	The area east of a line Long Reef, Spit Bridge, Sydney Harbour Bridge North Pylon then via the northern shores of Sydney Harbour to Middle Head then Manly	Not above `A015`
South Harbour	The area bounded by lines joining Sydney Harbour Bridge North Pylon, Sydney Harbour Bridge South Pylon, then via the southern shoreline of Sydney Harbour to South Head then Manly to Middle Head, then via the northern shoreline of Sydney Harbour to Sydney Harbour Bridge North Pylon	Not above `A015`
Manly	The area North of line South Head to Middle Head to the Spit Bridge, East of a line Spit Bridge to intersection Pittwater and Warringah Roads to Curl Curl Beach, Coastal Southbound to South Head	Not above `A015`

Helicopters should be identified and then provided the clearance where traffic permits. Helicopters established on a Helicopter Route should be issued an onwards clearance into the requested sector.

Phraseology

HWD: "Sydney Departures gday, helicopter HWD, passing 800ft on the Harbour Bridge 5 outbound, request South Harbour Sector"
SY TCU: "HWD, Departures, identified, onwards clearance South Harbour Sector"
HWD: "Onwards clearance South Harbour Sector, HWD"

Hospital Helipads

The Sydney CTR contains a number of hospital helipads to the west, north, and east of YSSY.

Helicopters arriving to hospitals inside ADC's jurisdiction should be cleared for a visual approach by SY TCU and transferred to SY ADC when suitable. During times of poor weather, helicopters should be cleared for the ILS approach to the closest runway with an expectation of breaking off the approach and tracking to the hospital when they become visual. SY TCU should clear the helicopter for the ILS, then transfer the aircraft to SY ADC, who will facilitate the final tracking to the helipad. Ensure that this expectation is clearly communicated to ADC through hotline coordination.

Helicopters departing from a hospital in ADC's jurisdiction and intending to enter SY TCU CTA will be coordinated by ADC prior to receiving airways clearance. Consider any restrictions such as amended outbound tracking instructions or amended levels which will ensure separation assurance (including requesting ADC to maintain a visual separation standard with the aircraft on departure), then release the aircraft when able.

Example

RSCU209 is a VFR AW139 helicopter outbound from St George Hospital (YXSG) for Orange (YORG) at A045.
SY ADC -> SY TCU: "Next, helicopter RSCU209, outbound from St George Hospital for the west"
SY TCU -> SY ADC: "RSCU209, A030"
SY ADC -> SY TCU: "A030, RSCU209"

Flow

Local Knowledge

Aircraft can be processed via the adjacent STAR for the parallel runway (e.g. jet aircraft via the ODALE STAR for RWY 34R), to reduce overall delay where multiple aircraft approach from the same direction (coordination required)
Aircraft via AKMIR (to the west) and MARLN (to the east) often make large track direction changes prior to entering the TMA. Direct tracking onto the STAR may be offered to reduce track miles

Flow Tables

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

Jets & DH8DNon-Jets

STAR	RWY 07	RWY 16L	RWY 16R	RWY 25	RWY 34L	RWY 34R
BOREE A/P	15	11^	11^	14	17	17
MEPIL Feeder Fix: YAKKA	15	12^	11^	15	18	18
MARLN	16	17	17	12^	18	15
RIVET	11^	18	15	16	15	18
ODALE Feeder Fix: WELSH	11^	18	16	17	16	18

STAR	RWY 07	RWY 16L	RWY 16R	RWY 25	RWY 34L	RWY 34R
BOREE A/P	17	12^	12^	16	20	20
MEPIL Feeder Fix: YAKKA	17	13^	13^	16	20	20
MARLN	18	19	20	13^	20	17
RIVET	12^	20	17	18	17	20
ODALE Feeder Fix: WELSH	13^	21	18	19	18	20

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 MEPIL STAR is YAKKA
- The feeder fix for the ODALE STAR is WELSH
Aircraft for the opposite parallel runway (eg, ODALE to 16L/34R) will overfly the field, then join a mid-field downwind
All aircraft are tracking via the ILS Initial Approach fix

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 F280 or the RFL; and
that enter Enroute airspace via any of the Green Shaded Corridors below, excluding YWLM Arrivals

Note

This means that aircraft can be tracking via any point along an aircraft's flight planned route (eg, LEECE or BANDA), as long as they enter Enroute airspace in the green shaded corridor

All other aircraft going to Enroute CTA must be Heads-up coordinated to the relevant sector as soon as practical.

Phraseology

SY TCU -> ARL: "DAL40, with your concurrence, will be right of route, DCT GUTIV"
ARL -> SY TCU: "DAL40, concur right of route DCT GUTIV"

YWLM Arrivals

Additionally, voiceless coordination exists to ARL(All) for aircraft:

With ADES YWLM; and
Assigned a STAR; and
Assigned the lower of F130 or the RFL

Note

YWLM arrivals are handed off to ARL(MLD), not directly to WLM TCU, unless otherwise coordinated.

Arrivals

Voiceless for all aircraft:

With ADES YSSY; and
Assigned a STAR; and
Tracking via MARLN, RIVET, or BOREE, assigned A100; or
Tracking via MEPIL or ODALE, assigned A090

All other aircraft coming from Enroute CTA will be Heads-up coordinated to SY TCU prior to 20nm from the boundary.

SY TCU Internal

APP / DIR

Voiceless coordination is in place between APP and DIR for aircraft that are assigned A060.

Any aircraft not meeting this requirement must be prior coordinated to DIR.

Phraseology

SAS -> SFW: "VOZ456, with your concurrence, will be assigned A070, for my separation with UJI"
SFW -> SAS: "VOZ456, concur A070"

APP / DEP

Radar Entry Procedure (REP)

Within 15 DME of SY, Departure controllers (SDN and SDS) can allow aircraft to cross airspace owned by Approach controllers (SAN and SAS) at or above A100 without coordination. This allows aircraft to safely depart above arriving aircraft and facilitates more direct tracking for YSBK & YSRI departures.

Note

SIDs from YSSY do not guarantee that aircraft will reach A100 by 15DME, so Departure controllers should be mindful of this and take action where necessary to expedite climb or coordinate with Approach.

Departure controllers should take extra caution when processing the following procedures to ensure they reach A100 prior to entering REP airspace:

RWY 34L: WOL SID, & RIC SID with RADAR transition
YSBK departures via OLSEM/WOL

It is vital that Approach controllers ensure all arriving aircraft are established below A090 no later than 20DME to avoid conflicting with departures utilising the airspace. All STARs have height requirements which ensure this is achieved. Aircraft inbound to YSBK or YSSY who are not cleared via a STAR should be instructed to reach A090 by 20DME.

Info

Circumstances like excessive weather deviation may make the use of REP impractical. Controllers should coordinate with other TMA positions and suspend REP in this case.

MARLN Corridor

Aircraft are permitted to cross the MARLN corridor at or above A060 without coordination with APP. DEP is responsible for separation with respect to aircraft in the corridor.

Between SDN and SFW/SAN

If aircraft are cleared off runway 11 at YSBK into CTA, coordination is required from SDN (who will be receiving the aircraft from BK ADC) with SFW or SAN (depending on YSSY runway config) as the aircraft will pass closer than 1.5nm from the sector boundary.
Refer to Sydney TCU Airspace Division for more information.

Phraseology

SDN -> SFW: "Request left turn out of Bankstown"
SFW -> SDN: "Approved" (no callsigns need be used here)

Between SRI and TCU

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

SY ADC

Airspace

SY ADC is responsible for the Class C airspace in the SY CTR SFC to A005.

ACD to SY TCU

The controller assuming responsibility of SY ACD shall give heads-up coordination to the relevant SY TCU controller prior to the issue of the following clearances:

VFR departures, other than helicopters assigned a helicopter route coded clearance
Aircraft using a runway not on the ATIS

Auto Release

Auto Release is used for virtually all fixed-wing departures at Sydney. Unlike some other aerodromes, aircraft cleared via the SY (RADAR) SID do not need to be 'Next' coordinated, provided they are assigned the standard assignable level and a standard assignable heading from the table below.

Runway	Jet	Non-Jet
RWY 07	H070	H020, H110
RWY 16L	H125	H090 (RWY 25 not in use) H125 (RWY 25 in use)
RWY 16R	H170	H210
RWY 25	H300, H240	H020, H210, H240
RWY 34L	H290	H230
RWY 34R	H030, H070	H350

Tip

If strong winds are present at altitude, TWR/DEP should discuss slight changes to these headings (+/- 5 degrees) to compensate for large crosswind components.

Next coordination is not required for aircraft that are:

Departing from a runway nominated on the ATIS; and
Assigned the Standard assignable level; and
Assigned a Procedural SID or the Radar SID with a Standard Assignable Heading; or
A helicopter cleared via an outbound helicopter route.

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

'Next' coordination is additionally required for:

After a go around, the next departure from that runway
All aircraft during the Curfew Runway Mode

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

Aircraft	Level
Jets	`A050`
Non-Jets	The lower of `A030` and `RFL`

BK ADC

Airspace

BK ADC is responsible for the Class D airspace in the BK CTR SFC to A015.

Refer to Reclassifications for operations when BK ADC is offline.

Departures

Next coordination is required from BK ADC to SY TCU for all aircraft entering SY TCU CTA.

The Standard Assignable level from BK ADC to SY TCU is:

Aircraft	Level
All	`A030`

Arrivals

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

Phraseology

SY TCU -> BK ADC: "via GRB, UJN"
BK ADC -> SY TCU: "UJN, A010"

Tip

Ensure the aircraft's FDR is up-to-date in order to give BK 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)

CN ADC

Airspace

CN ADC is responsible for the Class D airspace in the CN CTR SFC to A020.

Refer to Reclassifications for operations when CN ADC is offline.

Departures

CN ADC must advise SY TCU when the aircraft has called 'Ready'. In response to a ready call, SY TCU will issue a traffic statement.

Phraseology

CN ADC -> SRI: "Ready, MHQ, Runway 06"
SRI -> CN ADC: "MHQ, traffic is MEH, an IFR AC50, tracking SHL RAKSO SB2WI, A035, estimate RAKSO time 35" (or "No Reported IFR Traffic")
CN ADC -> SRI: "Traffic is MEH tracking SHL RAKSO SB2WI A035, RAKSO at 35"

CN ADC: "MHQ, traffic is MEH, IFR AC50 tracking SHL RAKSO SB2WI at A035, estimating RAKSO at time 35, runway 06, cleared for takeoff"
MHQ: "Runway 06, cleared for takeoff, MHQ"

CN ADC: "MHQ, contact Sydney Centre on 124.55"

Note

Note: Because aircraft enter Class G after departure, an airways clearance need not be issued by CN ADC. This will be done on first contact with Sydney TCU. Therefore, a next call & departure instructions are not required. You must however, pass the above (ready) coordination & obtain a traffic statement.

Arrivals

SY TCU must heads-up coordinate inbound IFR aircraft prior to 5 mins from the boundary. CN ADC is responsible for issuing a clearance into the CN CTR and for coordination with SY TCU in the event of a missed approach (or on completion of airwork if applicable).

SY TCU will NOT clear the aircraft for the approach.

Phraseology

SRI -> CN ADC: "via RNP W, HRP"
CN ADC -> SRI: "HRP"

CN ADC must issue an airways clearance to these aircraft on first contact.

RI ADC

'Next' coordination is required from RI ADC to SY TCU for all aircraft.

Example

RI ADC -> SDN: "Next, TROJ57, runway 28"
SDN -> RI ADC: "TROJ57, unrestricted"
RI ADC -> SDN: "TROJ57"

The Standard Assignable Level from RI ADC to SY TCU is the lower of A050 or RFL.

NW TCU

All aircraft transiting between SY TCU and NW TCU require Heads-up coordination prior to the boundary; however, as soon as practical (when is the aircraft becomes airborne) is preferred.