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| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Adelaide ADC | +Adelaide Tower | +120.500 | +AD_TWR | +
| Adelaide SMC | +Adelaide Ground | +121.700 | +AD_GND | +
| Adelaide ACD | +Adelaide Delivery | +126.100 | +AD_DEL | +
| Adelaide ATIS | ++ | 134.500 | +YPAD_ATIS | +
AD ADC is not responsible for any airspace by default.
+
+
Note
+Where an aircraft will be taxiing via multiple taxiways of the same lettering (e.g. A6, then A5, then A4, etc), refer to the taxiway by only the letter.
+E.g. an aircraft taxiing from the terminal to runway 05 could be instructed to taxi "via Alpha, cross runway 30, Foxtrot, to holding point Foxtrot Six runway 05".
+VFR aircraft may transit the control zone tracking coastal north or southbound, generally at A005. AD TCU is responsible for ensuring these aircraft remain separated from aircraft arriving/departing at YPAD and will likely delegate this responsibility to ADC, who may employ visual separation or other tools to ensure separation is maintained.
The TCU controller will coordinate these aircraft with ADC prior to issuing airways clearance, including the intended clearance limit. On receipt of this coordination, ADC should consider any possible conflict from arriving or departing aircraft at YPAD (including the missed approach to runway 23). The clearance limits in the table below will ensure that coastal aircraft remain clear of the runway 05 approach path and runway 23 departure/missed approach path.
+| Direction of Travel | +Clearance Limit | +
|---|---|
| Northbound | +BTJ | +
| Southbound | +HNLY | +
+
Example
+CNY is a VFR Cessna 172 tracking coastal northbound, approaching PNL. They have contacted AD TCU for clearance.
+TCU -> ADC: "South of PNL, CNY, for coastal northbound, 500ft, clearance limit BTJ"
+ADC -> TCU: "CNY"
If a delay is expected at the clearance limit, instruct the aircraft to hold there.
+Example
+CNY: "Adelaide Tower, CNY, maintaining not above 500ft"
+AD ADC: "CNY, Adelaide Tower, hold at the clearance limit, expect onwards clearance in 5 minutes due inbound traffic"
+CNY: "Hold at the clearance limit, CNY"
Once the conflict is no longer a threat (or if no holding was required in the first place), cancel the clearance limit and issue onwards clearance tracking coastal north/southbound at the desired level.
+Example
+AD ADC: "CNY, cancel clearance limit, track coastal offshore northbound, not above 500ft"
+CNY: "Cancel clearance limit, track coastal offshore northbound, not above 500ft, CNY"
Once the aircraft is clear of potential conflict with YPAD (i.e. north of HNLY or south of BTJ), transfer them back to AD TCU.
+Single runway operations using Runway 05 or 23 (whichever is more favoured by the winds) are preferred at YPAD. However, when strong winds favour Runway 12 or 30, Non-Jets (Runway 12/30 is too short for most jets) would benefit from having that runway available to them as well. As a general rule of thumb, if the Crosswind on Runway 05/23 exceeds 20kts, the more favourable of Runway 12 or 30 shall be in use as well as the more favourable of Runway 05 or 23.
+Example
+METAR: YPAD 210600Z 15030KT 9999 FEW030 21/11 Q1002 RMK RF00.0/000.0
+ATIS: RUNWAY 23 AND 12 FOR ARRIVALS AND DEPARTURES
Note
+Where low traffic levels and relevant meteorological conditions permit, non-jet arrivals from the west may be offered runway 12.
+With Runway 23 in use for arrivals and the cloud base above A024 but below A043, the ATIS APCH field shall include:
+ACFT FM THE EAST AND JET ACFT FM THE WEST EXP INSTR APCH
This allows aircraft on the Victor STAR from the west to join a visual right base without the need to conduct an instrument approach, while keeping aircraft from the east clear of the higher terrain near the Adelaide Hills.
+Between the hours of 1330-2030 UTC (1230-1930 UTC HDS), AD ADC may elect to simulate Curfew operations, ie: Runway 05 for arrivals, Runway 23 for departures. When this is in operation, the ATIS shall include CURFEW IN OPERATION UNTIL (time) ZULU.
Jet Aircraft planned via AVDEN, BENDO, GILES, AREPA, ORBUN. or UPROT, shall be assigned the Procedural SID that terminates at the appropriate waypoint. Jet Aircraft not planned via any of these waypoints shall receive amended routing via the most appropriate SID terminus, unless the pilot indicates they are unable to accept a Procedural SID.
+Example
+Jet Aircraft planned via AVDEN, assigned runway 23, shall be given the AVDEN SID.
+a) Non-Jet Aircraft; or
+b) Aircraft using Runway 12/30; or
+c) Aircraft that cannot accept a Procedural SID
+Shall be assigned the Radar SID.
Example
+Non-Jet Aircraft planned via EEMUE, assigned runway 05, shall be given the AD (RADAR) SID.
+'Next' coordination is not required to AD TCU for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to AD TCU.
+Example
+AD ADC -> AD TCU: "Next, RXA4362, Runway 23"
+AD TCU -> AD ADC: "RXA4362, Track Extended Centreline, Unrestricted"
+AD ADC -> AD TCU: "Track Extended Centreline, RXA4362"
AD ADC: "RXA4362, Track Extended Centreline 222 degrees, Runway 23, Cleared for Takeoff"
+RXA4362: "Track Extended Centreline 222 degrees, Runway 23, Cleared for Takeoff, RXA4362"
The AD TCU controller can suspend/resume Auto Release at any time, with the concurrence of AD ADC.
+The Standard Assignable level from AD ADC to AD TCU is:
+For Jets: A050
+For Non-Jets: The lower of A040 or the RFL
When AAE is online, the AD TCU airspace is split down the 05/23 Runway Centreline. As such, departing aircraft shall be instructed to contact the departures controller corresponding to the direction of turn of the aircraft after departure
+| Tracking via | +Departure Runway | +Departures Controller | +
|---|---|---|
| VILAD | +05/23/12 | +AAE | +
| UPROT | +05/23/12 | +AAE | +
| AVDEN | +05/23/12 | +AAE | +
| BENDO | +05/23/12 | +AAE | +
| ALBUT | +05/23/12 | +AAE | +
| EEMUE | +05/23/30 | +AAW | +
| GILES | +05/23/30 | +AAW | +
| YORKE | +05/23/30 | +AAW | +
| AREPA | +05/23/30 | +AAW | +
| HOLIT | +05/23/30 | +AAW | +
| ORBUN | +05/23/30 | +AAW | +
| All | +12 | +AAE | +
| All | +30 | +AAW | +
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Amberley ADC | +Amberley Tower | +118.300 | +AMB_TWR | +
| Amberley SMC | +Amberley Ground | +129.350 | +AMB_GND | +
| Amberley ACD | +Amberley Delivery | +134.600 | +AMB_DEL | +
| Amberley ATIS | ++ | 123.300 | +YAMB_ATIS | +
AMB ADC owns the Class C airspace in the AMB CTR within 10nm of the YAMB ARP from SFC to A015. This airspace is primarily used for military circuits and initial and pitch approaches.
Aircraft planned via BN, JEDDA, MESED, BOBOP, TATEN, shall be assigned the Procedural SID that terminates at the appropriate waypoint. +Aircraft who are not planned via those points or who are negative RNAV may be assigned a RADAR SID or a visual departure.
+Visual Departures are commonly requested by high performance military jets and often processed in the form of a coded departure (e.g. BYRON7 departure), which can be found in the AD2 Sups Page for YAMB. These coded departures provide a corridor with altitude constraints to join the Military Training Areas east of Brisbane, avoiding civilian traffic inbound to Brisbane.
+Aircraft will depart the circuit visually and track overhead YAMB to begin tracking for their initial waypoint.
+Example
+CRNG21 plans to enter R637 via the gate MOSSI for Military Training.
+AMB ADC: "CRNG21, cleared to YAMB via MOSSI, flight planned route. Runway 15, Northern 1 Departure. Climb to F190. Squawk 3601, Departure Frequency 126.20"
Example
+WOLF03 was assiged the BYRON7 departure with their initial clearance.
+AMB ADC: "WOLF03, make left turn, reach F190 by COWIE, cleared for takeoff"
+WOLF03: "Make left turn, reach F190 by COWIE, cleared for takeoff, WOLF03"
| Departure | +Initial Constraint | +Route | +
|---|---|---|
| Northern 1 | +F190 at BINUP |
+BINUP MURJO BOBED LESKO MOSSI/ADNUK (Transition) | +
| Central 1 | +F190 at BINUP |
+BINUP MURJO BOBED VIRGE | +
| Byron 7 | +F190 at BINUP |
+COWIE KIWEE ZANET LOTMA SEMAJ | +
Note
+Charts for the Coded Departures may be in YAMB AD2 Supplements 6.2.25.11 available here: RAAF AIP page
+Note
+Since the Coded Departures are not SIDs, AMB ACD needs to write the name of the coded departure in the Global Ops Field of the FDR and amend the flight plan route to include all relevant tracking points.
+Runways 15/33 are the primary runways at YAMB.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+The Circuit Area Airspace is allocated to be within 5nm of the YAMB ARP from SFC to A015. Aircraft can be instructed to extend outside of this airspace by ATC for traffic management.
| Runway | +Direction | +
|---|---|
| 15 | +Right | +
| 33 | +Left | +
| 04 | +Left | +
| 22 | +Left | +
'Next' coordination is required from AMB ADC to AMB TCU for all aircraft.
+Example
+AMB ADC -> AMB TCU: "Next, ASY01, runway 33"
+AMB TCU -> AMB ADC: "ASY01, Assigned Heading Right 030, unrestricted"
+AMB ADC -> AMB TCU: "Assigned Heading Heading Right 030, ASY01"
The Standard Assignable Level from AMB ADC to AMB TCU is:
+a) The Lower of F180 or RFL for Aircraft assigned via Procedural or RNAV SID.
+b) F190 for Aircraft assigned a Coded Departure.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Brisbane ADC | +Brisbane Tower | +120.500 | +BN_TWR | +
| Brisbane ADC West† | +Brisbane Tower | +118.000 | +BN-W_TWR | +
| Brisbane SMC Domestic | +Brisbane Ground | +121.700 | +BN_GND | +
| Brisbane SMC South† | +Brisbane Ground | +122.250 | +BN-S_GND | +
| Brisbane SMC North† | +Brisbane Ground | +124.050 | +BN-N_GND | +
| Brisbane ACD | +Brisbane Delivery | +118.850 | +BN_DEL | +
| Brisbane ATIS | ++ | 126.250 | +YBBN_ATIS | +
† Non-standard positions may only be used in accordance with VATPAC Air Traffic Services Policy
+BN ADC is not responsible for any airspace by default.
+There are three SMC positions at Brisbane which are responsible for various parts of the maneuvering area, as shown below.
+
+
+
Taxiway A is to be used in the same direction as the duty runway. Taxiway B is to be used in the opposite direction to the duty runway.
+Taxiway Y is to be used in a westerly direction and Taxiway Z in an easterly direction.
+Tip
+Aircraft vacating runway 19R may conflict with aircraft taxiing outbound via taxiway Yankee as they turn onto taxiway Sierra. Consider instructing departing aircraft to hold short of Sierra until the conflict can be resolved.
+A similar conflict may exist between aircraft taxiing inbound via taxiway Zulu and aircraft taxiing outbound for runway 19L. Consider instructing inbound aircraft to hold short of taxiway Y1, allowing the use of Y1 and Charlie in case of a queue for holding point A3.
+
+
To minimise conflict in the next SMC area of responsibility, aircraft should be instructed to hold short of predetermined taxiways and instructed to contact the next SMC controller (for international aircraft or less-experienced pilots) or allowed to transfer to the next frequency independently (for domestic aircraft).
+| Originating SMC | +Receiving SMC | +Taxi Instruction | +
|---|---|---|
| SMC Domestic | +SMC North | +Hold short W | +
| SMC North | +SMC Domestic | +Hold short B4 | +
| SMC Domestic | +SMC South | +Hold short B7 | +
| SMC South | +SMC Domestic | +Hold short B6 | +
When aircraft wish to cross runway 01R/19L and taxi to/from eastern General Aviation Maintenance Area via taxiway H3, they should be instructed to hold short of the runway and contact the next SMC.
+Winds must always be considered for Runway modes (Crosswind <20kts, Tailwind <5kts), however the order of preference is as follows:
+| Priority - Mode | +Arrivals | +Departures | +
|---|---|---|
| 1 - SODPROPS | +19R | +01R | +
| 2 - 19 PROPS | +19L & 19R | +19L & 19R | +
| 3 - 01 PROPS | +01L & 01R | +01L & 01R | +
Note
+The SODPROPS mode is most suitable for Noise Abatement. The PROPS modes are most suitable for higher capacity. Since for the most part, neither of these are a factor on VATSIM, it is up to you which runway mode you would like to operate, subject to winds. Consider favouring the higher capacity PROPS modes during busy times, such as events like Panic Stations.
+When using the SODPROPS mode, pass traffic information to aircraft that are departing and landing at the same time
+Example
+BN ADC: "ABC, Traffic is DEF, a 737, on short final for the opposite direction parallel runway. Runway 01R, Cleared for Takeoff"
+ABC: "Cleared for Takeoff Runway 01R, ABC"
+BN ADC: "DEF, Traffic is ABC, an A320, departing from the opposite direction parallel runway to the South-West. Runway 19R, Cleared to Land"
+DEF: "Cleared to Land Runway 19R, DEF"
Refer to Parallel Runway Separation Standards for more information
+Aircraft shall be assigned the following runways for departure when PROPS are in progress:
+| Aircraft tracking | +Runway | +
|---|---|
| via BIXAD | +01L/19R | +
| via GUMKI | +01R/19L | +
| via SCOTT | +01R/19L | +
| via SANEG | +01R/19L | +
| via WACKO | +01L/19R | +
| Other aircraft: | ++ |
| To the NORTH and WEST | +01L/19R | +
| To the SOUTH and EAST | +01R/19L | +
Tip
+Runway 01L/19R opened in 2020. Some pilots on VATSIM may have old simulators/scenery, in which case they will only have Runway 01R/19L available. Endeavour to be accommodating of pilots' requests in this instance.
+Jet Aircraft planned via BIXAD, GUMKI, SCOTT, SANEG, or WACKO, shall be assigned the Procedural SID that terminates at the appropriate waypoint. Jet Aircraft not planned via any of these waypoints shall receive amended routing via the most appropriate SID terminus, unless the pilot indicates they are unable to accept a Procedural SID.
+Example
+Jet Aircraft planned via SCOTT, assigned runway 19L, shall be assigned the SCOTT SID.
+Non-Jet aircraft, and aircraft that cannot accept a Procedural SID, shall be assigned the Radar SID.
+Example
+Non-Jet Aircraft planned via WACKO, assigned runway 01L, shall be assigned the BN (RADAR) SID.
+During the SODPROPS runway mode, Jet departures from Runway 01R shall be assigned the ASISO Procedural SID in lieu of other Procedural SIDs available that terminate at the appropriate waypoint.
+Example
+Jet Aircraft planned via SCOTT, assigned runway 01R, shall be assigned the ASISO SID, SCOTT Transition.
+When parallel runways are used for departures, the ATIS OPR INFO shall include:
+INDEPENDENT PARALLEL DEPARTURES IN PROGRESS
+When SODPROPS are in operation, the ATIS OPR INFO shall include:
+SIMULTANEOUS OPPOSITE DIRECTION PARALLEL RUNWAY OPERATIONS IN PROGRESS
The ATIS shall always have EXP INST APCH as the approach type. Visual Approaches are permitted on request, as long as a separation standard exists between the aircraft and any aircraft arriving on the parallel runway during PROPS, or departing from the parallel runway during SODPROPS.
'Next' coordination is not required to BN TCU for aircraft that are:
+ a) Departing from a runway nominated on the ATIS (except during SODPROPS^); and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
^Auto Release is not available during SODPROPS runway mode. All aircraft must be coordinated from BN ADC to BN TCU.
+All other aircraft require a 'Next' call to BN TCU.
+Example
+BN ADC -> BN TCU: "Next, QLK404D, Runway 19L"
+BN TCU -> BN ADC: "QLK404D, heading 160, unrestricted"
+BN ADC -> BN TCU: "Heading 160, QLK404D"
BN ADC: "QLK404D, Assigned heading Left 160, Runway 19L, Cleared for Takeoff"
+QLK404D: "Left heading 160, Runway 19L, Cleared for Takeoff, QLK404D"
The BN TCU controller can suspend/resume Auto Release at any time, with the concurrence of BN ADC.
+The Standard Assignable level from BN ADC to BN TCU is:
+For Jets: A060
+For Non-Jets: The lower of A040 or the RFL
Refer to Brisbane TCU Airspace Division for information on airspace divisions when BDN and/or BDS are online.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Cairns ADC | +Cairns Tower | +124.900 | +CS_TWR | +
| Cairns SMC | +Cairns Ground | +121.700 | +CS_GND | +
| Cairns ACD | +Cairns Delivery | +128.750 | +CS_DEL | +
| Cairns ATIS | ++ | 131.100 | +YBCS_ATIS | +
CS ADC is responsible for the Class C airspace within the CS CTR SFC to A010.
Important
+CS ADC is responsible for issuing visual approach clearances to some aircraft tracking for runway 33 in CTA, as well as initial airways clearances for VFR aircraft entering the CTR from class G. See Runway 33 Arrival Procedures for more information.
+
+
The preferred runway direction is Runway 15.
+When weather conditions are suitable, ADC shall visually separate aircraft operating in the circuit from aircraft on the extended runway centreline when within 5nm. ADC shall also separate aircraft operating on (or departing to join) the Western VFR Corridor while within the CTR.
+Note
+ADC shall advise TCU when this separation cannot be applied.
+When instrument approaches are in use to runway 15, and visual separation is not possible due to the weather conditions (i.e. VMC does not exist below A030), do not issue a takeoff clearance to an aircraft if another arriving aircraft is established on less than a 7nm final. This prevents a loss of separation between the two aircraft.
When visual approaches are in use, expect light & medium category aircraft (B737/A320 and below) to track via the Creek Corridor, to join an approx 2nm final. These aircraft will be cleared for a visual approach by CS TCU. See the Cairns DAP Noise Abatement Procedures chart for more information.
+When visual approaches are in use, expect light & medium category aircraft (B737/A320 and below) to track either via a straight in visual approach or via a visual right base. Aircraft inside CTA tracking for a right base to runway 33 will pass overhead the CTR, so CS TCU will not clear them for a visual approach. These aircraft will be coordinated by CS TCU.
+ADC must assess any potential conflicts with aircraft in the CTR and clear the inbound aircraft for a visual approach when able. Given the limited airspace available, it is crucial that ADC maintains separation assurance between inbound aircraft and those operating in the CTR, to avoid a delay in issuing the visual approach clearance.
+Example
+TCU -> ADC: "Via right base, RXA5418, will be assigned A020 visual"
+ADC -> TCU: "A020 visual, RXA5418"
RXA5418: "Cairns Tower, RXA5418, descending to A020 visual"
+CS ADC: "RXA5418, Cairns Tower, cleared visual approach"
+RXA5418: "Cleared visual approach, RXA5418"
CS ADC: "RXA5418, runway 33, cleared to land"
+RXA5418: "Runway 33, cleared to land, RXA5418"
IFR aircraft shall be processed via one of the following SIDs:
+a) RWY 15, Jets via AKROM: AKROM SID. Non-Jets via NONUM: NONUM SID
+b) RWY 33, All Jets: EAZEE SID, Radar Transition
+c) All others: CS (RADAR) SID
Note
+Non-jet aircraft may be issued a Visual Departure if conditions are suitable.
+VFR helicopters transit from the Reef to a floating pontoon helipad on the southeastern shore of the CBD, approximately 2nm from the runway 33 threshold. This helipad is referred to as 'The Pier'.
+
+
Prior to issuing clearance to these helicopters, ensure that no conflict exists with other arriving/departing traffic, particularly aircraft departing from runway 15 or arriving on runway 33. Visual separation may be applied between these aircraft if appropriate.
+Arriving helicopters should be cleared direct to The Pier, not above A005 and instructed to report on the ground.
Example
+YZM is a VFR R44 tracking from Upolo Cay to False Cape, inbound to The Pier.
+VH-YZM: "Cairns Tower, helicopter YZM, 5nm northeast of False Cape, A005, for The Pier, received Hotel"
+CS ADC: "YZM, Cairns Tower, cleared direct to The Pier, not above A005, report on the ground"
+VH-YZM: "Cleared direct The Pier, not above A005, YZM"
VH-YZM: "YZM on the pier"
+CS ADC: "YZM"
Departing helicopters should be cleared direct to their nominated tracking point not above A005, and instructed to report airborne.
Example
+VTB is a VFR Bell 505 on The Pier, intending to track to Cairns Airport for a landing on the southern pads. A 737 is about to depart from runway 15.
+VH-VTB: "Cairns Tower, helicopter VTB, at The Pier, for the southern pads, received India"
+CS ADC: "VTB, Cairns Tower, short delay for clearance"
+VH-VTB: "VTB"
CS ADC: "VTB, cleared direct to the control tower, not above A005, report airborne"
+VH-VTB: "Cleared direct to the control tower, not above A005, VTB"
VH-VTB: "VTB, airborne"
+CS ADC: "VTB, track southern pads, report on the ground"
+VH-VTB: "Track southern pads, VTB"
VH-VTB: "VTB, on the pad"
+CS ADC: "VTB"
The Western VFR Corridor conflicts with the extended centreline to the north of the aerodrome. Clearances for aircraft entering the CTR must use clear and unambiguous phraseology to eliminate any potential for confusion by the pilot.
+Example
+NDR: "Cairns Tower, NDR, EDT, A015, for the Western VFR Corridor, Request Clearance"
+CS ADC: "NDR, enter the CTR tracking via the Western VFR corridor at A015. Remain on the corridor until advised."
If a clearance limit is associated with the clearance, then it must be reiterated to the pilot to remain “on or west of the VFR Corridor”.
+Example
+NDR: "Cairns Tower, NDR, EDT, A015, for the Western VFR Corridor, Request Clearance"
+CS ADC: "NDR, enter the CTR tracking via the Western VFR Corridor at A015. Clearance limit is ADI, Remain on or west of the Western VFR Corridor at all times."
Aircraft planning to enter the CS CTR between Mt Gorton, CGF and Upolo Cay at A005, must contact CS ADC for airways clearance.
Example
+NDR: "Cairns Tower, NDR, Cape Grafton, A005, Inbound, Information Alpha, Request Clearance"
+CS ADC: "NDR, enter the CTR tracking for a Right Base runway 33, maintain A005."
The circuit height is A010. If an aircraft requires a higher circuit altitude, an airspace release must be requested from CS TCU.
| Runway | +Direction | +
|---|---|
| 15 | +Left | +
| 33 | +Right | +
The ATIS approach expectation shall be EXPECT INSTRUMENT APPROACH when:
| Time | +Condition | +
|---|---|
| Day | +VMC conditions do not exist below A030 |
+
| Night | +All conditions | +
Note
+This procedure allows aircraft to track via the Creek Corridor (see YBCS DAP Noise Abatement Procedures) for runway 15, or via a visual right base (commenced from vectors or the KEEWI Victor STAR), when VMC exists below A030.
Taxiways A2 and A between A2 and A3 are not available to aircraft above 7,000 kilograms. Taxiway A4 is not available to aircraft above 90,000 kilograms. Taxiway Y is not available to aircraft above 10,000 kilograms.
+'Next' coordination is not required for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to CS TCU.
+Example
+CS ADC -> CS TCU: "Next, HND151"
+CS TCU -> CS ADC: "HND151, Heading 030, unrestricted"
+CS ADC -> CS TCU: "Heading 030, HND151"
CS ADC: "HND151, Assigned heading Left 030, Runway 15, Cleared for Takeoff"
+HND151: "Left heading 030, Runway 15, Cleared for Takeoff, HNT151"
The Standard Assignable level from CS ADC to CS TCU is the lower of A060 or the RFL.
Aircraft tracking via a visual right base to runway 33 will be coordinated by CS TCU (see Runway 33). All other arriving aircraft do not require coordination.
+The controller assuming responsibility of CS ACD shall give heads-up coordination to the relevant CS TCU controller prior to the issue of the following clearances:
+a) VFR Departures
+b) Aircraft using a runway not on the ATIS
Example
+CS ACD -> CS TCU: "ABC, Requesting clearance for a Northbound VFR Coastal departure at A035"
+CS TCU -> CS ACD: "ABC, Cleared for a Northbound VFR Coastal departure, A035"
+CS ACD -> CS TCU: "Cleared for a Northbound VFR Coastal departure, A035, ABC"
CS ACD: "ABC, Cleared for a Northbound VFR Coastal departure, A035, Squawk 3601"
+ABC: "Cleared for a Northbound VFR Coastal departure, A035, 3601, ABC"
FLW must advise ADC of any sequence changes within 36 Miles CS.
+All requests for non-duty runway arrivals must be approved by ADC.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Canberra ADC | +Canberra Tower | +118.700 | +CB_TWR | +
| Canberra SMC | +Canberra Ground | +121.700 | +CB_GND | +
| Canberra ATIS | ++ | 127.450 | +YSCB_ATIS | +
CB ADC is responsible for the Class C Airspace within the CB CTR SFC to A035.
+
Jet Aircraft planned via CULIN, TANTA, WG, HOWLY, NONUP or AVBEG shall be assigned the Procedural SID that terminates at the appropriate waypoint. Jet Aircraft not planned via any of these waypoints shall receive amended routing via the most appropriate SID terminus, unless the pilot indicates they are unable to accept a Procedural SID.
+Non-Jet Aircraft planned via AKMIR or DUBUS shall be assigned the Procedural SID that terminates at the appropriate waypoint.
+Example
+Jet Aircraft planned via TANTA, assigned runway 35, shall be given the TANTA SID.
+a) Jet or Non-Jet aircraft departing Off Mode that don't meet the above critera; or
+b) Aircraft that cannot accept a Procedural SID
+Shall be assigned the Radar SID.
Example
+Non-Jet Aircraft planned via TANTA, assigned runway 35, shall be given the CB (RADAR) SID.
+VFR aircraft that will operate only in ADCs airspace shall be assigned SSR code 0040.
+Aircraft operating in the circuit area are to remain on the ADC frequency. The phrasing of the airways clearance is:
+Example
+“ABC, cleared to operate in the circuit area, not above A030, squawk 0040”.
+The circuit direction is not specified in the airways clearance, but with a take-off or touch-and-go clearance.
+Military jet training circuits are conducted at A035, unless otherwise requested by the pilot. ADC shall notify the TCU of the beginning and end of the sortie.
City Scenic Flights are available by day and to the west of the aerodrome. Aircraft on these routes shall be cleared at A045.
| Runway | +City Flight One | +City Flight Two | +
|---|---|---|
| North (anti-clockwise) | +ALPHA ONE | +ALPHA TWO | +
| South (clockwise) | +CHARLIE ONE | +CHARLIE TWO | +
+
+
The Canberra CTR contains the Southcare Helicopter Base (YXSB) as well as two hospitals (Calvary Hospital and Canberra Hospital). Helicopters operating to and from these pads require a clearance from CB ADC.
+Helicopters departing the pads require an airways clearance to do so, either taking the form of a clearance to transit the zone to the Class G airspace adjacent to the CTR (if the pilot has no intention to enter CTA) or as a normal airways clearance for a departure into the surrounding CTA. Ensure that no conflict exists with arriving or departing traffic and consider delegating separation responsibility to the VFR aircraft if required. It may also be required to coordination with the TMA controller to ensure no additional conflict exists in their sector.
+Departing aircraft should not be issued a takeoff clearance (as the helipads are outside the manoeuvring area). Instead, instruct aircraft to 'report airborne'.
+Example
+RSCU201 is a VFR AW139 helicopter intending to depart Southcare Base (YXSB) to the northwest at A035 (below the base of the Class C steps).
+RSCU201: "Canberra Tower, helicopter RSCU201, Southcase Base, for departure to the northwest, A035, received Juliet, ready"
+CB ADC: "RSCU201, Canberra Tower, transit approved not above A035, report OCTA"
+RSCU201: "Transit approved, not above A035, RSCU201"
Example
+RSCU209 is an IFR AW139 helicopter intending to depart Canberra Hospital (YXCB) for Bankstown (YSBK) at A090 (inside Class C CTA).
+RSCU209: "Canberra Tower, helicopter RSCU209, on the pad at Canberra Hospital, for Bankstown, received Juliet, ready"
+CB ADC: "RSCU209, Canberra Tower, report sighting a Jetstar A320 on a 3nm final runway 35 and advise able to maintain own separation with that aircraft"
+RSCU209: "Traffic sighted and affirm, RSCU209"
+CB ADC: "RSCU209, pass behind the A320, maintain own separation, caution wake turbulence, cleared to Bankstown via AKMIR, flight planned route, climb A090, squawk 3762"
+RSCU209: "Cleared to Bankstown via AKMIR flight planned route, climb A090, squawk 3762, pass behind the A320 and maintain own separation, RSCU209"
Remember to pass traffic information to both aircraft.
+CB ADC: "JST619, traffic is a helicopter becoming airborne from Canberra Hospital, approximately 5nm southwest of the field, maintaining own separation with you, runway 35, cleared to land"
Helicopters arriving to the pads will generally be coordinated by the TMA controller and should be cleared via a visual approach (when available) and instructed to report on the ground. Do not issue a landing clearance to these aircraft (as the helipads are outside the manoeuvring area). It may be necessary to instruct these helicopters to track via amended visual points or sight and pass other aircraft.
+Example
+RSCU203: "Canberra Tower, gday, RSCU203"
+CB ADC: "RSCU203, Canberra Tower, report sighting a Qantas 737 lining up on runway 17 and advise able to maintain own separation with that aircraft"
+RSCU203: "Traffic sighted and affirm, RSCU203"
+CB ADC: "RSCU203, that aircraft will be departing upwind, maintain own separation, cleared visual approach, report on the ground"
+RSCU203: "Maintain own separation, cleared visual approach, RSCU203"
Remember to pass traffic information to both aircraft.
+CB ADC: "QFA714, traffic is a helicopter 1nm south of the field tracking for Calvary Hospital, opposite direction to you and maintaining own separation, runway 17, cleared for takeoff"
'Next' coordination is not required to CB TCU for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to CB TCU.
+Example
+CB ADC -> CB TCU: "Next, XEB, runway 35"
+CB TCU -> CB ADC: "XEB, heading 010, Unrestricted"
+CB ADC -> CB TCU: "Heading 010, XEB"
CB ADC: "XEB, Assigned heading Right 010, Runway 35, Cleared for Takeoff"
+XEB: "Right heading 010, Runway 35, Cleared for Takeoff, XEB"
The CB TCU controller can suspend/resume Auto Release at any time, with the concurrence of CB ADC.
+The Standard Assignable level from CB ADC to CB TCU is:
+For IFR aircraft: A100
+For VFR aircraft: The lower of A040 or the RFL
Any Runway change must be prior coordinated to CB TCU.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Curtin ADC | +Curtin Tower | +118.300 | +CIN_TWR | +
| Curtin SMC | +Curtin Ground | +126.200 | +CIN_GND | +
| Curtin ACD | +Curtin Delivery | +136.800 | +CIN_DEL | +
| Curtin ATIS | ++ | 134.800 | +YCIN_ATIS | +
CIN ADC owns the Class C airspace within the CIN MIL CTR from SFC to A015.
| Runway | +Direction | +
|---|---|
| 29 | +Left | +
| 11 | +Right | +
'Next' coordination is required from CIN ADC to CIN TCU for all aircraft.
+Example
+CIN ADC -> CIN TCU: "Next, ASY404, runway 29"
+CIN TCU -> CIN ADC: "ASY404, unrestricted"
+CIN ADC -> CIN TCU: "ASY404"
The Standard Assignable Level from CIN ADC to CIN TCU is the Lower of F190 or the RFL.
When CIN TCU is offline, coordination is not required between CIN ADC and TRT(KIY). Aircraft entering TRT(KIY) airspace shall be handed off, and instructed to contact TRT(KIY) for onwards clearance.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +ID | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|---|
| Darwin ADC | ++ | Darwin Tower | +133.100 | +DN_TWR | +
| Darwin SMC | ++ | Darwin Ground | +121.800 | +DN_GND | +
| Darwin ACD | ++ | Darwin Delivery | +126.800 | +DN_DEL | +
| Darwin ATIS | ++ | + | 128.250 | +YPDN_ATIS | +
ADC owns the airspace within the DN CTR (SFC–A010). This airspace is designed to facilitate the processing of helicopter scenic flights and low-level helicopter circuits.
+The CTR extends 7NM from the thresholds of runways 11 and 29 but does not including the Robertson Barracks transit zone.
ADC may request DN TCU (SFC–A020) from DN TCU to facilitate fixed-wing circuit operations:
+a) Fixed-wing circuit operations are typically conducted at Delissaville (YDLV) due to high traffic density at Darwin
+b) ADC may deny requests for circuits if IFR traffic may be unduly delayed
+
Aircraft transiting to or from the Southern and Northern GA should follow the following standardised taxi routes:
+a) Outbound via V1
+b) Inbound via Y1
Traffic permitting, aircraft above 136,000kg MTOW shall be entered/exited for RWY 11/29 from taxiways B2, C3, D or E2 and backtracked as required.
+Taxiway V has a passing bay, located adjacent to the ARFF section. The passing bay is the preferred location for engine run-ups, no longer than 3 minutes
+Runway selection shall be coordinated by DN ADC. In any case, a change of runway mode shall not be broadcast on the ATIS until DAW accepts the change.
+The Runway Mode options available are:
+a) Runway 29 and Runway 36;
+b) Runway 29 and Runway 18;
+c) Runway 29 only;
+d) Runway 11 and Runway 36;
+e) Runway 11 and Runway 18;
+f) Runway 11 only.
Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+VFR aircraft that will operate only in ADCs airspace shall be assigned SSR code 0100
+Circuit altitude will depend on the type of aircraft. Assign circuit altitudes for the following aircraft types:
+a) MIL Jet: A020
+b) Jet: A015
+c) Non-jet: A010
+d) Helo: A010
"Next" Coordination is a procedure where the DN ADC controller gives a heads-up to the DN TCU controller about an impending departure. The DN TCU controller will respond by assigning a heading to the aircraft, for the DN ADC controller to pass on with their takeoff clearance.
+Example
+DN ADC -> DN TCU: "Next, ABC, runway 18"
+DN TCU -> DN ADC: "ABC, Track Extended Centreline, unrestricted"
+DN ADC -> DN TCU: "Track Extended Centreline, unrestricted, ABC"
All departures from 18/36 require departure coordination with DN TCU
+The Standard Assignable level from DN ADC to DN TCU is the lower of F180 or the RFL.
+If the aircraft is not planned via an RNAV SID and has a light wake turbulance cateogry, they are to be assigned the lower of A030 or the RFL.
A020 or the planned level; whichever is lower, to all VFR aircraft.
VFR aircraft are required to track via one of the published VFR Routes.
+VFR routes shall be assigned based on the destination radial from Darwin.
+Assign VFR routes in accordance with the following radial chart:
+| Outbound Radial | +Assigned VFR Route | +
|---|---|
| 360 – 040 | +VFR Route 1 | +
| 041 – 084 | +VFR Route 2 | +
| 085 – 124 | +VFR Route 3 | +
| 125 – 180 | +VFR Route 4 | +
| 181 – 224 | +VFR Route 5 | +
| 225 – 359 | +Direct | +
Tip
+If a VFR aircraft has not planned via a VFR route as above, use the phraseology: “ABC, cleared amended route VFR route 1, maintain A020, squawk 4512”
+The Darwin auto-release wedges extend from the departure end runway threshold, 30 degrees splayed from the centreline, to 7nm
+Auto-release at Darwin is only available for VFR aircraft and low-level IFR aircraft.
+Tower may depart aircraft that conform with the above conditions within the auto-release wedge using the following headings:
+| Departure Type | +Runway 11 | +Runway 29 | +
|---|---|---|
| VFR | +H070V, H106V or H140V | +H260V, H286V or H320V | +
| IFR (Visual Dep) | +H070V, H106V, or H140V | +H260V, H286V or H320V | +
| IFR (Radar) | +H070, H106 or H140 | +H260, H286 or H320 | +
Tip
+Tower shall provide visual separation between aircraft in the auto-release wedge and subsequent departures until the preceding departure has been maneuvered by TCU
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| East Sale ADC | +East Sale Tower | +118.300 | +ES_TWR | +
| East Sale SMC | +East Sale Ground | +127.250 | +ES_GND | +
| East Sale ACD | +East Sale Delivery | +134.100 | +ES_DEL | +
| East Sale ATIS | ++ | 125.40 | +YMES_ATIS | +
ES ADC owns no airspace. Release may be available from ES APP for circuits.
+Single runway operations only.
+The East Sale Circuit Area (ESL CIRA) is active at all times when R360A is active.
+Circuit operations occur within a 5NM radius of ESL ARP, at the following altitudes:
| Type | +Normal Altitude | +Low Level Altitude | +|
|---|---|---|---|
| + | + | Day | +Night | +
| Non Jet | +A010 | +A004 | +Circling Minima | +
| Jet | +A015 | +A006 | +Circling Minima | +
| Runway | +Direction | +
|---|---|
| 09 | +Left | +
| 22 | +Left | +
| 04 | +Right | +
| 27 | +Right | +
ATC should declare the circuit saturated when aircraft exceeds the below table. +When the circuit is saturated further circuits will be unavailable until numbers are within tolerance of the table. +This number may be reduced by ATC due to complexity of operations and prevailing weather in order to ensure safety.
+| Time | +ESL Day | +ESL Night | +WSL Day | +WSL Night | +
|---|---|---|---|---|
| Day | +6 | +5 | +5 | +5 | +
| Runway | +Outbound Route | +Inbound Route | +
|---|---|---|
| Runway 27 | +E2 or Eastern Check Bays | +D2 | +
| Runway 09 | +D2 or Western Check Bays | +E2 | +
| Runway 22 | +E2 or Eastern Check Bays | +J | +
| Runway 04 | +J | +D2 | +
The 16 individual training areas within the ESL military airspace are separated by 4 outbound lanes. +These lanes are used by aircraft transiting to/from exterior training areas or for entry and exit of ESL military airspace. +Lanes are defined by GNSS waypoints situated at 12, 35, and 50 NM from YMES AD.
+| Lane Direction | +12NM GNSS Waypoint | +35NM GNSS Waypoint | +50NM GNSS Waypoint | +Bearing | +
|---|---|---|---|---|
| Northern | +LEKEM | +GONEB | +LANOS | +359 | +
| Eastern | +VEMDA | +KADRU | +TAVET | +090 | +
| Southern | +SABAX | +LUTUK | +NOLOX | +180 | +
| Western | +DUGAD | +LERKO | +DUNNE | +270 | +
SFC or the base of restricted airspace to F160.Aircraft departing ESL military airspace may be instructed to track via a lane at or below F160.
Example
+BRCT21 is departing East Sale via the Eastern Lane at FL110 to Orbost (YORB). The departure clearance would be issued as follows: +ES SMC -> BRCT21: "BRCT21 CLEARED TO YORB, VIA EASTERN LANE, FPR, FL110, SQUAWK 1234, DEPARTURES 123.3"
+If BRCT21 was departing at or above FL160, then departure clearance is as normal.
+F160 or RFL whichever is lower for fixed-wing aircraft.A040 or RFL whichever is lower for rotary-wing aircraft.Auto release is not utilised at East Sale. 'Next' coordination is required from ES ADC to ES TCU for all aircraft.
+Example
+ES ADC -> ES TCU: "Next, ASY01, runway 09"
+ES TCU -> ES ADC: "ASY01, Assigned Heading Left 030, unrestricted"
+ES ADC -> ES TCU: "Left Heading 030, ASY01"
Helicopters departing from helicopter spots will be treated as if departing from the duty runway.
+Example
+PSDN14 is a VFR helicopter departing from the threshold of RWY04 (in the direction of runway 27)
+ES ADC -> ES TCU: "Next, PSDN14, runway 27"
+ES TCU -> ES ADC: "PSDN14, right turn, unrestricted"
+ES ADC -> ES TCU: "Right turn, PSDN14"
Reserved.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Essendon ADC | +Essendon Tower | +125.100 | +EN_TWR | +
| Essendon SMC | +Essendon Ground | +121.900 | +EN_GND | +
| Essendon ATIS | ++ | 119.800 | +YMEN_ATIS | +
EN ADC is responsible for the Class C airspace shown below, SFC to A020.
Consideration of the Melbourne duty runway(s) should be made when nominating runways. The effect of Melbourne traffic on a runway selection takes priority over compliance with DAP Noise Abatement Procedures.
+The 26A17D runway mode is most optimal for facilitating separation with YMML traffic.
+IFR flights shall be cleared via:
+ a) When cloud base and visibility exceeds A020 and 5 KM, visual departure;
+ b) otherwise; EN (RADAR) SID.
Start clearance is required for:
+ a) Flights to ML;
+ b) Flights to MB and AV planned above A020 (i.e. via ML TCU Class C).
ML TCU shall clear aircraft for approach via the appropriate arrival gate:
+| Runway | +Arrival Gate | +
|---|---|
| 26 | +MONTY | +
| 35 | +MONTY | +
| 17 | +5NM FINAL | +
| 08 | +5NM FINAL | +
Note
+EN ADC must not permit aircraft to depart from the RWY 26 extended centreline until passed LUY and within the vertical limits of EN airspace.
+VFR arrivals from Class G shall be cleared (at not above A015) via:
| Direction | +VFR Approach Point | +RWY 17, 26 | +RWY 35 | +
|---|---|---|---|
| North | +KAO | +DCT | +DCT | +
| North East | +YYN | +DCT | +DCT | +
| East | +DSN | +DCT | +DCT | +
| South East | +APL | +MCG | +MCG | +
| South | +SNP | +MVC | +FGN | +
| South West | +WES | +MVC | +DCT | +
| Runway | +Direction | +
|---|---|
| 35 | +Right | +
| 26 | +Left | +
| 17 | +Left | +
| 08 | +Right | +
Circuits are to be flown at A015
EN ADC is responsible for all separation with YMML Traffic, including arrivals to RWY34 via the MONTY-SHEED track, and all potential arrivals, departures, and missed approach paths.
+Some important points to note are that:
+- Aircraft operating on or south of the 08/26 Centreline are separated with YMML 09/27 Traffic at all times
+- Aircraft operating on or east of the 17/35 Centreline are only visually separated with YMML 16/34 Traffic in Day VMC
+- Aircraft conducting the ILS 26 Published Missed Approach are only visually separated with YMML 16/34 Traffic in Day VMC
EN ADC must assume that any runway at YMML may be used for arrival, departure, or a missed approach, at any time.
+When the cloud base is below A020, or the Visibility is below 5000m, all aircraft operating within 3nm of the 09/27 or 16/34 extended centreline must be boundary coordinated to ML ADC, as prescribed in Coordination
If ML ADC nominates a restriction, and EN ADC determines they cannot maintain visual or lateral separation with the YMML traffic, EN ADC must delay the aircraft in their airspace until the separation can be assured.
+Traffic in EN ADC airspace shall squawk 0100 unless a discrete code is required.
+EN ADC is responsible for facilitating aircraft requesting city orbits. They shall be conducted at an altitude of:
+A015 by day
+A022 by night
Example
+EOG: "Essendon Tower, EOG, approaching WMS, A015, Requesting 1 left-hand city orbit, in receipt of L"
+EN ADC: "EOG, Essendon Tower, cleared 1 left-hand city orbit A015"
+EOG: "Cleared 1 left-hand city orbit A015, EOG"
+When orbit is complete and aircraft is leaving CTA laterally:
+EN ADC: "EOG, control services terminated, frequency change approved"
+EOG: "EOG"
YMEN ATIS identifiers only uses letters A through to M, due to nearby YMML using letters N through Y
When an aircraft requests start clearance, the EN SMC controller shall coordinate with ML TCU to obtain the start clearance.
+Essendon departures that will not enter ML TCU Class C airspace are not required to be coordinated.
+All aircraft departing into Class C must be coordinated to ML TCU with a "Next" Call
+Example
+EN ADC -> ML TCU: "Next, FD318"
+ML TCU -> EN ADC: "FD318, heading 330, unrestricted"
+EN ADC -> ML TCU: "Heading 330, FD318"
The Standard Assignable level from EN ADC to ML TCU is the lower of A030 or the RFL, any other level must be prior coordinated.
ML TCU will heads-up coordinate arrivals/overfliers from Class C to EN ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to EN ADC, unless EN ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+ML TCU -> EN ADC: "via KAO, KHU"
+EN ADC -> ML TCU: "KHU, A015"
Note
+For aircraft not tracking via an Arrival Gate (ML TCU shall clear aircraft for approach via the appropriate 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 prior to use.
+Any Runway change must be prior coordinated to ML TCU
+EN ADC is responsible for separation with all YMML traffic, and must coordinate any aircraft operating in EN ADC airspace that cannot be visually or laterally separated with the 09/27 or 16/34 Extended Centrelines at YMML.
+Example
+EN ADC -> ML ADC: "Boundary Ident, OXG, Published Missed Approach from the ILS 26"
+ML ADC -> EN ADC: "OXG, My restriction is QFA451 on a 10nm final RWY 34. Your separation"
+EN ADC -> ML ADC: "My separation with QFA451, OXG"
Reserved.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Gold Coast ADC | +Gold Coast Tower | +118.700 | +CG_TWR | +
| Gold Coast SMC | +Gold Coast Ground | +121.800 | +CG_GND | +
| Gold Coast ACD | +Gold Coast Delivery | +128.750 | +CG_DEL | +
| Gold Coast ATIS | ++ | 134.500 | +YBCG_ATIS | +
CG ADC is responsible for the Class C Airspace within the CG CTR SFC to A015.
+
RNAV jet-aircraft planned via APAGI shall be issued the APAGI SID.
+Note
+For RNP (0.3) approved operators, the RWY14 CUDGN SID and RWY32 BURLI SID are available for departures via APAGI.
+The GOLD COAST (RADAR) SID shall be assigned to all other IFR aircraft, except those assigned Runway 35.
+IFR departures from Runway 35 shall be assigned a visual departure.
Radar SID aircraft shall be cleared subject to the following conditions for noise abatement purposes:
+| Via | +14 | +32 | +
|---|---|---|
| North | +Left (14)/Right (32) turn and then over water until A030 |
+Left (14)/Right (32) turn and then over water until A030 |
+
| East | +Left (14)/Right (32) turn and then over water until A030 |
+Left (14)/Right (32) turn and then over water until A030 |
+
| South Jets | +Minor right turn then over water until 5 DME | +Over water until south of KCFF (CG130/7 NM) and A050 |
+
| South Non-Jets | +left(14)/right(32) turn and then over water until A030 |
+Left (14)/Right (32) turn and then over water until A030 |
+
Arriving aircraft that are operating at or below A015 may contact ADC for inbound clearance. These aircraft shall be assigned a discrete SSR code but shall not be radar identified.
+Aircraft shall be cleared subject to the following conditions:
| Via | +14 | +32 | +
|---|---|---|
| North Jets | +Not below A050 until vectored over water to join final |
+Via right circuit for 10 NM final or right base south of DNGR | +
| North Non-Jets | +Not below A030 until vectored over water to join final |
+Via right circuit for 10 NM final or right base south of DNGR | +
| East | +Via LAMSI STAR or over water until final | +Join 10 NM final | +
| South Jets | +Via STAR or not below A050 until over water to join final |
+Via STAR to join final | +
| South Non-Jets | +Via STAR or not below A030 until over water to join final |
+IMC: via STAR or VMC: Join left base for 2 NM final | +
Preferred runway is Runway 14 - all hours +The crosswind Runways 17/35 may be used at the same time as the main runways.
+The preferred approach for Jet aircraft above 5,700KG MTOW (unless due weather or critical operations requirements) is as follows:
+Circuits are to be conducted at A010.
| Runway | +Direction | +
|---|---|
| 14 | +Left | +
| 32 | +Right | +
| 17 | +Left | +
| 35 | +Right | +
Aircraft transiting the Gold Coast CTR shall be cleared via the inland VFR route.
+Aircraft tracking southbound should contact ADC at Robina Town Centre (ROT) for clearance.
+Aircraft tracking northbound should contact ADC approaching Cudgen Lake for clearance.
+Aircraft requiring to transit the CTR coastal will be subject to delays depending on traffic in the Gold Coast CTR.
Local helicopter operations are conducted on the Western Grass which is the area contained by blue gable markers north of the VOR and west of the runway intersection. This is marked on the aerodrome chart as “HELO OPS”.
+Note
+Western Grass is outside of the maneuvering area and is not controlled by ATC – no take-off or landing clearances shall be provided for this area.
+The HLS (Helipad) is located between the GA Apron and Taxiway Golf. +Circuits from the Western Grass are to be made in the same direction as the duty runway.
+'Next' coordination is not required to BN TCU for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to CG TCU.
+Example
+CG ADC -> BAC: "Next, CBN, runway 14"
+BAC -> CG ADC: "CBN, heading 030, unrestricted"
+CG ADC -> BAC: "Heading 030, CBN"
CG ADC: "CBN, Assigned heading left 030, Runway 14, Cleared for Takeoff"
+CBN: "Left heading 030, Runway 14, Cleared for Takeoff, CBN"
The BN TCU controller can suspend/resume Auto Release at any time, with the concurrence of CG ADC.
+The Standard Assignable level from CG ADC to BN TCU is:
+For Jets: A060
+For Non-Jets: The lower of A060 or the RFL
A start clearance is required for aircraft planned to YBBN. Start clearance must be coordinated with BN TCU.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Learmonth ADC | +Learmonth Tower | +118.300 | +LM_TWR | +
| Learmonth SMC | +Learmonth Ground | +126.200 | +LM_GND | +
| Learmonth ATIS | ++ | 123.300 | +YPLM_ATIS | +
LM ADC owns the Class C airspace within the LM CTR from SFC to A015.
| Runway | +Direction | +
|---|---|
| 36 | +Right | +
| 18 | +Left | +
'Next' coordination is required from LM ADC to LM TCU for all aircraft.
+Example
+LM ADC -> LM TCU: "Next, QFA1601, runway 36"
+LM TCU -> LM ADC: "QFA1601, Right heading 060 Visual, unrestricted"
+LM ADC -> LM TCU: "Right heading 060 Visual, QFA1601"
The Standard Assignable Level from LM ADC to LM TCU is the Lower of F270 or the RFL.
When LM TCU is offline, coordination is not required between LM ADC and OLW. Aircraft entering OLW airspace shall be handed off, and instructed to contact OLW for onwards clearance.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Melbourne ADC | +Melbourne Tower | +120.500 | +ML_TWR | +
| Melbourne SMC | +Melbourne Ground | +121.700 | +ML_GND | +
| Melbourne ACD | +Melbourne Delivery | +127.200 | +ML_DEL | +
| Melbourne ATIS | ++ | 118.000 | +YMML_ATIS | +
Except when the traffic situation warrants, taxi clearances shall conform to the following diagram:
+
+
ML ADC is not responsible for any airspace by default.
+If winds are too great, single runway operations may be necessary (eg, Runway 16 for Arrivals and Departures). However, pending wind limitations (Crosswind <20kts, Tailwind <5kts), the following runway modes are to be used
+| Mode | +Arrivals | +Departures | +
|---|---|---|
| 27AD/34D | +27 | +34 (Via MNG, NONIX, DOSEL and BOGES), 27 (All other deps) | +
| 16A/27D | +16 | +27 | +
| 09A/16D | +09 | +16 | +
Information
+When utilising the 27AD/34D runway mode, Heavy Aircraft may require Runway 34 for departure due to the shorter length of Runway 27. Assigning Runway 34 to aircraft from the southern apron can also improve aerodrome efficiency due to the reduced taxi distance.
+Note
+See Runway Mode Formatting for details on how to format each runway mode in the ATIS.
+Jet Aircraft planned via MNG, NONIX, DOSEL, CORRS, KEPPA, NEVIS, SUNTI, ESDIG, or CRENA, shall be assigned the Procedural SID that terminates at the appropriate waypoint. Jet Aircraft not planned via any of these waypoints shall receive amended routing via the most appropriate SID terminus, unless the pilot indicates they are unable to accept a Procedural SID.
+Example
+Jet Aircraft planned via DOSEL, assigned runway 27, shall be given the DOSEL SID.
+Definition
+Off Mode: Aircraft departing from a runway not prescribed as active for departures on the ATIS. For example, a heavy aircraft that operationally requires Runway 16 for departure during the 16A/27D Mode.
+For jet aircraft departing Runway 16 Off Mode via MNG, NONIX, DOSEL, KEPPA, NEVIS, or ESDIG, the ISPEG SID must be assigned. Off Mode departures to the south-east shall be assigned the relevant Procedural SID.
+
+
Note
+The ISPEG1 SID does not resolve all conflicts. Departures via SUNTI and CORRS need to be handled tactically by ML TCU.
+a) Jet aircraft departing Off Mode that don't meet the above critera; or
+b) Non-Jet Aircraft; or
+c) All aircraft using Runway 09; or
+d) Aircraft that cannot accept a Procedural SID
+Shall be assigned the Radar SID.
Example
+Non-Jet Aircraft planned via DOSEL, assigned runway 34, shall be given the ML (RADAR) SID.
+YMML ATIS identifiers only uses letters N through to Y, due to nearby YMEN using letters A through M.
With Runway 34 in use for arrivals and the cloud base above A030 but below A042, the APCH field shall include:
+ACFT ON THE ALPHA STAR EXP INSTR APCH
This permits controllers to assign aircraft either the Alpha or Victor STAR and process them for a GLS/RNP approach or a visual approach (depending on traffic flow and pilot preference).
+| Mode | +ATIS Runway information | +
|---|---|
| 27AD/34D | +27 FOR ARR, RWY 34 FOR DEPS VIA MNG, NONIX, DOSEL AND BOGES, RWY 27 FOR ALL OTHER DEPS | +
| 16A/27D | +16 FOR ARR, RWY 27 FOR DEP | +
| 09A/16D | +09 FOR ARR, RWY 16 FOR DEP | +
When using runway mode 09A/16D, the ATIS OPR INFO shall include:
+SIMUL INDEP CROSSING RWY OPS IN PROG
This allows for both Runway 09 and Runway 16 to operate independently of each other, with aircraft departing Runway 16 from Taxiway Echo.
+When implementing the Pushback Requests on ACD procedure, the OPR INFO shall include:
+ALL DEPARTURES MUST REQUEST PUSH BACK ON 127.2
Day VFR Helicopters may request clearance via the Sunbury Corridor. It is defined as the corridor 1nm either side of a track from SWT - PWLC - 16/27 Intersection at YMML.
+
+
Boundary Coordination must be completed to ML TCU for clearances in this airspace
+Example
+ML ADC -> ML TCU: "For Ident, HM3, Sunbury Corridor, not above A020"
+ML TCU -> ML ADC: "HM3, No Restrictions"
Due to the close proximity of the airspace to the arrival and departure paths at YMML, controllers should be aware of surrounding traffic before issuing a clearance to helicopters.
+Example
+HM3: "Melbourne Tower, HM3, approaching SWT, A020, for YMEN via the Sunbury Corridor, request clearance"
+ML ADC: "HM3, cleared to YMEN, track Sunbury Corridor, not above A020"
+HM3: "Cleared to YMEN, track Sunbury Corridor, not above A020, HM3"
If necessary, consider issuing a clearance limit for separation or instruct helicopters to report sighting and to maintain own separation with other aircraft. Alternatively, tower controllers can simulate visual separation provided no risk of collision exists and both aircraft remain in sight of the controller at all times.
+Example
+ML ADC: "HM3, report sighting a Jetstar A320, 4nm final runway 16"
+HM3: "Traffic sighted, HM3"
+ML ADC: "HM3, pass behind that aircraft, maintain own separation, caution wake turbulence"
+HM3: "Pass behind the A320, maintain own separation, HM3"
Remember to pass traffic information to both aircraft.
+Example
+ML ADC: "JST515, traffic is a helicopter, 2nm northwest of the field, tracking for Essendon and maintaining own separation with you, runway 16, cleared to land"
+JST515: "Runway 16, cleared to land, JST515"
During busy events, such as Milk Run Monday, the SMC controller may end up with a much higher workload than the ACD controller. Additionally, delays may need to be implemented for aircraft requesting pushback, so as to not overload the taxiways and holding points.
+To mitigate this, pushback requests may be done on ACD frequency, to balance the workload. A few steps must be followed to properly execute this procedure.
+Example
+ML SMC -> ML ACD: "It's getting quite busy. Happy to implement Pushback requests on your frequency?"
+ML ACD -> ML SMC: "Understood, affirm"
+ML SMC -> ML ACD: "Thanks, I'll talk to Tower"
ML SMC -> ML ADC: "Can we please get ALL DEPARTURES MUST REQUEST PUSH BACK ON 127.2 on the ATIS?"
+ML ADC -> ML SMC: "Wilco"
QFA401: "Melbourne Delivery, QFA401, Request Clearance"
+ML ACD: "QFA401, Melbourne Delivery. Cleared to..."
+QFA401: "Cleared to... we are bay B27, QFA401"
+ML ACD: "QFA401, Contact me when ready for pushback"
+...
+QFA401: "Request Pushback"
+ML ACD: "QFA401, Monitor Ground 121.7, Number 5. They will call you when pushback is available"
+QFA401: "Monitor 121.7, QFA401"
+ML SMC will move QFA401's strip to the Cleared Queue bay
+QFA401 will change frequency, but not contact ML SMC
+...
+ML SMC: "QFA401, Melbourne Ground, push approved"
Remember that the bottom aircraft represents the front of the queue.
+^ Additionally, the strips must remain in the strip bay of their current state, even if they are in a queue. For example, if they have received an airways clearance and are in the queue for pushback, they must remain in the Cleared bay, not the Pushback bay.
+
+
† Aircraft that are compliant with their booked slot time should be moved to the front of the queue
+
+
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:
+A050 A050; and A050; and All other aircraft require a 'Next' call to ML TCU.
+Example
+ML ADC -> ML TCU: "Next, JIA, runway 34"
+ML TCU -> ML ADC: "JIA, Track Extended Centreline, Unrestricted"
+ML ADC -> ML TCU: "Track Extended Centreline, JIA"
ML ADC: "JIA, Track Extended Centreline 340 degrees, Runway 34, Cleared for Takeoff"
+JIA: "Track Extended Centreline 340 degrees, Runway 34, Cleared for Takeoff, JIA"
The ML TCU controller can suspend/resume Auto Release at any time, with the concurrence of ML ADC.
+The Standard Assignable level from ML ADC to ML TCU is the lower of A050 or the RFL.
Aircraft that have been cleared the ML (RADAR) SID must receive an assigned heading with their line up or takeoff clearance.
+The following Standard Assignable Headings may be used for aircraft assigned the ML (RADAR) SID, depending on their direction of travel.
+| Runway | +W | +NE | +SE | +S | +
|---|---|---|---|---|
| 09* | +- | +- | +- | +- | +
| 16** | +290 | +290 | +160 | +260 | +
| 27 | +320 | +290 | +260 | +260 | +
| 34 | +340 | +340 | +340 | +260 | +
*When Runway 09 is in use for departures, ML TCU shall nominate a heading to ML ADC for use as a standard assignable heading.
+**When Runway 09 is in use for arrivals, all Runway 16 departures shall be assigned heading 160.
+Any runway change must be prior coordinated to MAE and EN ADC.
+Refer to Melbourne TCU Airspace Division for information on airspace divisions when MDN and/or MDS are online.
+EN ADC is responsible for separation with all YMML traffic, and will coordinate any aircraft operating in EN ADC airspace that cannot be visually or laterally separated with YMML traffic.
+Example
+EN ADC -> ML ADC: "Boundary Ident, OXG, Published Missed Approach from the ILS 26"
+ML ADC -> EN ADC: "OXG, My restriction is QFA451 on a 10nm final RWY 34. Your separation"
+EN ADC -> ML ADC: "My separation with QFA451, OXG"
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Nowra ADC | +Nowra Tower | +118.850 | +NW_TWR | +
| Nowra SMC | +Nowra Ground | +135.850 | +NW_GND | +
| Nowra ACD | +Nowra Delivery | +128.350 | +NW_DEL | +
| Nowra ATIS | ++ | 125.65 | +YSNW_ATIS | +
NW ADC owns the Class C airspace from SFC to A020, within a 5nm radius of the NWA TACAN. This airspace is designed to facilitate helicopter and circuit traffic.
Any combination of runway configurations are permitted, including single runway operations during strong wind conditions. The following list dictates common runway modes.
+Circuit operations occur within a 5NM radius of NWA TACAN, at the following altitudes:
A020A012A007| Runway | +Direction | +
|---|---|
| 08 | +Right | +
| 21 | +Right | +
| 03 | +Left | +
| 26 | +Left | +
VFR helicopters may elect to operate to/from designated positions (helicopter spots) on the aerodrome by both day and night, remaining clear of the active runway/s. IFR helicopters must operate from/to the active duty runway.
+Take-offs and landings to the Helicopter Spots should be parallel to the duty RWY direction. Normally the most upwind Helicopter Spot parallel to the RWY is designated for departures, and the downwind Helicopter Spot designated for arrivals. Helicopter Spots have been designed to allow simultaneous arrivals and departures of an adjacent Helicopter Spot. After landing at a Helicopter Spot, helicopters shall not vacate the Spot until in receipt of a taxi clearance from SMC.
+The following pre-defined helicopter spots can be used for this purpose. These spots are physically marked with bidirectional numbers in addition to the standard “H” marking.
+
| Active Runway | +Departure Spots (Order of Preference) | +Arrival Spots (Order of Preference) | +
|---|---|---|
| Runway 08 | +Spot 2 (C3), Spot 1 (C2) | +Spot 8 (A2), Spot 7 (A2) | +
| Runway 26 | +Spot 8 (A2), Spot 7 (A2) | +Spot 2 (C3), Spot 1 (C2) | +
| Runway 03 | +Spot 6 (B3), Spot 5 (B3) | +Spot 4 (B4), Spot 3 (B4) | +
| Runway 21 | +Spot 4 (B4), Spot 3 (B4) | +Spot 6 (B3), Spot 5 (B3) | +
Example
+NW ADC: "TAIP52, spot 2, cleared to land"
+TAIP52: "Spot 2, cleared to land, TAIP52"
Aerodrome and instrument approach charts are available in the AIP, or otherwise in the RAAF TERMA document, available towards the bottom of RAAF AIP page.
+Auto release is not utilised at Nowra. 'Next' coordination is required from NW ADC to NW TCU for all aircraft.
+Example
+NW ADC -> NW TCU: "Next, ASY01, runway 08"
+NW TCU -> NW ADC: "ASY01, Assigned Heading Left 030, unrestricted"
+NW ADC -> NW TCU: "Assigned Heading Heading Left 030, ASY01"
Helicopters departing from helicopter spots will be treated as if departing from the duty runway.
+Example
+PSDN14 is a VFR helicopter departing from spot 2 (in the direction of runway 08)
+NW ADC -> NW TCU: "Next, PSDN14, runway 08"
+NW TCU -> NW ADC: "PSDN14, right turn, unrestricted"
+NW ADC -> NW TCU: "Right turn, PSDN14"
The Standard Assignable Level from NW ADC to NW TCU is F120 or RFL, whichever is lower.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Oakey ADC | +Oakey Tower | +120.100 | +OK_TWR | +
| Oakey SMC | +Oakey Ground | +121.900 | +OK_GND | +
| Oakey ATIS | ++ | 124.300 | +YBOK_ATIS | +
OK ADC owns the airspace within 5 DME of the OK VOR from SFC to A025. This airspace is designed to facilitate circuit traffic.
Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+a) Standard Circuit A024
+b) Low Level Circuit A017
The standard circuit direction is to the north of the field.
+| Runway | +Direction | +
|---|---|
| 32 | +Right | +
| 14 | +Left | +
| 23 | +Right | +
| 05 | +Left | +
| 09 | +Left | +
| 27 | +Right | +
'Next' coordination is required from OK ADC to OK TCU for all aircraft not remaining in the circuit.
+Example
+OK ADC -> OK TCU: "Next, MRCH01, runway 32"
+OK TCU -> OK ADC: "MRCH01, Make Right Turn, unrestricted"
+OK ADC -> OK TCU: "Make Right Turn, MRCH01"
The Standard Assignable level from OK ADC to OK TCU is the lower of F120 or the RFL.
Reserved.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login ID | +
|---|---|---|---|
| Perth ADC | +Perth Tower | +127.400 | +PH_TWR | +
| Perth SMC West | +Perth Ground | +121.700 | +PH_GND | +
| Perth SMC East† | +Perth Ground | +122.200 | +PH-E_GND | +
| Perth ACD | +Perth Delivery | +118.550 | +PH_DEL | +
| Perth ATIS | +N/A | +123.800 | +YPPH_ATIS | +
† Non-standard positions may only be used in accordance with VATPAC Air Traffic Services Policy
+PH ADC is not responsible for any airspace by default.
+With the Southwest Plan active, all departures shall be assigned runway 21. Arrivals will be processed to either runway 21 or 24 based on their feeder fix, as per the table below:
+| Feeder Fix | +Assigned Runway | +
|---|---|
| JULIM | +21 | +
| SAPKO | +21 | +
| IPMOR | +21 | +
| KABLI | +24 (or 21 if operationally required) | +
| LAVEX | +24 | +
| SOLUS | +24 | +
The ATIS shall notify EXPECT ILS APCH.
With the Northeast Plan active, departures via AVNEX, OTLED, OLMAM, SOLUS, and OPEGA shall be assigned runway 03. All other departures shall be assigned runway 06. All arrivals will be processed to runway 03.
When both Runway 03 and Runway 06 are nominated as departure runways, broadcast the following: RWY 03 FOR DEP VIA OTLED, AVNEX, OLMAM, SOLUS AND OPEGA. RWY 06 FOR ALL OTHER DEP.
In the following conditions, ATIS shall notify EXPECT ILS APCH:
+ - By night; and/or
+ - Cloud base of A032 or below
Circuit training traffic shall be issued SSR code and clearance to operate within circuit area not above A015. Circuit training is typically conducted on Runway 03/21.
All circuits are to be conducted to the east of Runway 03/21 (right-hand circuit Runway 03).
+There are no helipad facilities at YPPH. Helicopters should be issued an airways clearance in accordance with the fixed-wing operation applicable to their flight rules (i.e. SID for IFR helicopters, VFR departure via appropriate VFR route if necessary for VFR helicopters). Helicopters should be cleared to takeoff/land from runways or taxiways, as deemed appropriate by ADC. The point of takeoff/landing must be specified by ADC.
+Example
+PH ADC: "YOE, taxiway Romeo, cleared to land"
+PH ADC: "HWD, runway 21, cleared for takeoff"
+When traffic permits, VFR scenic flights over Perth are cleared via VICTOR 65 route (CTE-PCTY-HKE). Coordination with PH TCU is required prior to issuing this clearance, see ACD to PH TCU.
'Next' coordination is not required for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to PH TCU.
+Example
+PH ADC -> PH TCU: "Next, ABC, runway 03"
+PH TCU -> PH ADC: "ABC, Heading 010, unrestricted"
+PH ADC -> PH TCU: "Heading 010, ABC"
PH ADC: "ABC, Assigned heading left 010, Runway 03, Cleared for Takeoff"
+ABC: "Left heading 010, Runway 010, Cleared for Takeoff, ABC"
The PH TCU controller can suspend/resume Auto Release at any time, with the concurrence of PH ADC.
+The Standard Assignable level from PH ADC to PH TCU is the lower of A050 or the RFL.
Refer to Perth TCU Airspace Division for information on airspace divisions when PHD is online.
+The controller assuming responsibility of ACD shall give heads-up coordination to the relevant PH TCU controller prior to the issue of the following clearances:
+a) VFR Departures
+b) Aircraft using a runway not on the ATIS
Example
+ABC: "Perth Delivery, ABC, request Victor 65"
+PH ACD: "ABC, Perth Delivery, standby"
PH ACD -> PH TCU: "ABC, requesting Victor 65"
+PH TCU -> PH ACD: "ABC, cleared Victor 65, 1,500ft"
+PH ACD -> PH TCU: "Cleared Victor 65, 1,500ft, ABC"
PH ACD: "ABC, cleared Victor 65, climb to 1,500ft, squawk 0442"
+ABC: "Cleared Victor 65, climb to 1,500ft, squawk 0442, ABC"
Reserved.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Scherger ADC | +Scherger Tower | +118.300 | +SG_TWR | +
| Scherger SMC | +Scherger Ground | +126.200 | +SG_GND | +
| Scherger ATIS | ++ | 134.800 | +YBSG_ATIS | +
SG ADC owns the Class C airspace within the SG CTR from SFC to A015.
| Runway | +Direction | +
|---|---|
| 30 | +Right | +
| 12 | +Left | +
'Next' coordination is required from SG ADC to SG TCU for all aircraft.
+Example
+SG ADC -> SG TCU: "Next, ASY219, runway 30"
+SG TCU -> SG ADC: "ASY219, unrestricted"
+SG ADC -> SG TCU: "ASY219"
The Standard Assignable Level from SG ADC to SG TCU is the lower of F240 or the RFL.
When SG TCU is offline, coordination is not required between SG ADC and ISA(ARA). Aircraft entering ISA(ARA) airspace shall be handed off, and instructed to contact ISA(ARA) for onwards clearance.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Sydney ADC West | +Sydney Tower | +120.500 | +SY_TWR | +
| Sydney ADC East† | +Sydney Tower | +124.700 | +SY-E_TWR | +
| Sydney SMC West | +Sydney Ground | +126.500 | +SY_GND | +
| Sydney SMC East† | +Sydney Ground | +121.700 | +SY-E_GND | +
| Sydney Coordinator† | +Sydney Coordinator | +127.600 | +SY-C_GND | +
| Sydney ACD | +Sydney Delivery | +133.800 | +SY_DEL | +
| Sydney ATIS | ++ | 126.250 | +YSSY_ATIS | +
† Non-standard positions may only be used in accordance with VATPAC Air Traffic Services Policy
+SY ADC is responsible for the Class C airspace in the SY CTR SFC to A005 as shown below.
+
Refer to Heliport Responsibility to determine which ADC position (when both are online) is responsible for managing helicopter arrivals and departures.
+VFR helicopters are generally processed via one of Sydney's Helicopter Routes. IFR helicopters should conform to fixed wing ops and be processed via the SY (RADAR) SID from an appropriate runway, unless a visual departure is acceptable.
+SY ACD will issue airways clearance for a Helicopter Route through a coded clearance.
+Tip
+You can find details of each Helicopter Route (including applicable clearance limits) in the ERSA FAC YSSY.
Example
+YOE: "Sydney Delivery, helicopter YOE, for the Harbour Bridge 5 outbound, request clearance"
+SY ACD: "YOE, Delivery, cleared Harbour Bridge 5 outbound, squawk 0215, departure frequency 123.0"
+YOE: "Cleared Harbour Bridge 5 outbound, squawk 0215, departure frequency 123.0, YOE"
Most helicopters will be capable of departing from their company helipad. If reposition is required to Helipad 1 (the primary helipad), this must be approved by SY ADC.
+Example
+YOE: "Sydney Tower, helicopter YOE, Hotel 7, request reposition Hotel 1"
+SY ADC: "YOE, reposition approved"
+YOE: "Reposition approved, YOE"
Helipad 1 is controlled by SY ADC and treated like a runway (takeoff clearances required). All other pads are outside Tower's jurisdiction and do not require a takeoff/landing clearance, however, approval must still be sought for helicopters to become airborne in the SY CTR. This approval is communicated in the form of a requirement to 'report airborne'.
+Example
+HWD: "Sydney Tower, helicopter HWD, Hotel 7, for the Harbour Bridge 5 outbound, ready"
+SY ADC: "HWD, Sydney Tower, report airborne"
+HWD: "HWD"
HWD: "HWD, airborne"
+SY ADC: "HWD, contact departures"
+HWD: "Departures, HWD"
Helicopter operations should be accommodated without unduly delaying fixed wing traffic to/from the aerodrome. Where possible, visually separate helicopters and fixed wing aircraft, and when necessary, delegate responsibility for separation to the helicopter.
+Example
+SY ADC: "HSZ, traffic is a 737 shortly rolling on runway 34R, report in sight"
+HSZ: "Traffic sighted, HSZ"
+SY ADC: "HSZ, maintain own separation, caution wake turbulence, report airborne"
+HSZ: "Maintain own separation, wilco, HSZ"
VFR helicopters are generally processed via by one of Sydney's Helicopter Routes. IFR helicopters should conform to fixed wing ops and be processed via an appropriate runway.
+SY TCU will clear helicopters for all inbound Helicopter Routes, with the exception of the CAPE BANKS 5 INBOUND and WANDA 5 INBOUND. Tower controllers should assess the current traffic situation and issue clearances for these aircraft when available. Each procedure is delivered as a coded clearance, which includes automatic altitude assignment, tracking, and a clearance limit designed to separate helicopters from fixed-wing aircraft.
Example
+YZD: "Sydney Tower, helicopter YZD, JIBN, A005, received Tango, request Cape Banks 5 Inbound"
+SY ADC: "YZD, Sydney Tower, cleared Cape Banks 5 Inbound, report at the Container Terminal"
+YZD: "Cleared Cape Banks 5 Inbound, YZD"
YZD: "YZD, Container Terminal"
+SY ADC: "YZD, cleared visual approach, report on the ground"
+YZD: "Cleared visual approach, wilco, YZD"
Tip
+You can find details of each Helicopter Route (including applicable clearance limits) in the YSSY ERSA FAC.
During times of peak fixed wing traffic, instruct helicopters to hold at their designated clearance limit on their Helicopter Route and maintain own separation on approach to the heliport.
+Example
+SY ADC: "YOE, hold at the clearance limit, traffic is a 717 on a 4nm final to runway 25, report in sight"
+YOE: "Hold at the clearance limit, traffic sighted, YOE"
+SY ADC: "YOE, pass behind that aircraft, maintain own separation, caution wake turbulence, cleared visual approach, report on the ground"
+YOE: "Pass behind the 717, maintain own separation, cleared visual approach, YOE"
Remember to pass traffic information to both aircraft.
+SY ADC: "QJE1745, traffic is a helicopter, currently 3nm north of the field, they'll maintain own separation and pass behind you on approach to the heliport, runway 25, cleared to land"
+QJE1745: "Runway 25, cleared to land, QJE1745"
YOE: "YOE, on the pad"
+SY ADC: "YOE"
Helipad 1 is controlled by SY ADC and treated like a runway (landing clearances required). All other pads are outside Tower's jurisdiction and do not require a takeoff/landing clearance. Helicopters should be instructed to 'report on the ground' so the controller knows when they are no longer active in their airspace.
+
+
Except when the traffic situation warrants, taxi clearances shall conform to the following diagram:
+
+
Tip
+For aircraft taxiing northbound on B, consider instructing them to hold short of taxiway B8 when 34L or 16R are in use for arrivals, in order to separate from aircraft using the B7 & B9 rapid exits.
+ERSA FAC YSSY noise abatement procedures require jet aircraft to depart runway 34L from full length only. This should be simulated where practical but intersection departures should be offered to jet aircraft on request where available.
When both ADC and SMC are online, SMC shall issue aircraft departing on runway 16L/34R with a taxi limit in accordance with the table below. When runway 34R is in use, ADC shall issue further taxi to the holding point, considering any conflict with arriving aircraft taxiing via U1 and L.
| Departure Runway | +Taxi Limit | +
|---|---|
| Runway 16L | +Holding point B10 |
+
| Runway 34R | +Taxiway S |
+
Example
+SY SMC: "VOZ853, taxi Charlie, cross runway 25, hold short Sierra"
+VOZ853: "Taxi Charlie, cross runway 25, hold short Sierra, VOZ853"
VOZ853: "Sydney Tower, VOZ853, holding short Sierra, ready"
+SY ADC: "VOZ853, Sydney Tower, give way to the inbound Jetstar A320, taxi holding point Tango Six, runway 34R"
Aircraft landing on runway 16L/34R are expected to vacate the runway and taxi via the standard taxi routes to join taxiway Lima. If pilots are unfamiliar with local procedures, they should be instructed by ADC to taxi accordingly. Where possible, outbound aircraft should give way to inbound aircraft to avoid creating congestion at the runway exits.
+Example
+SY ADC: "JAL52, taxi Tango, Lima, on Lima contact Ground 121.7"
+When both SMC positions are online and an aircraft is to be passed from one to the other (e.g. an aircraft taxis from the domestic terminal for runway 34L), they should be instructed to hold short of runway 16R/34L and to contact the next SMC frequency.
+Example
+SMC East: "JST412, cross runway 25, taxi Lima, hold short runway 34L, on Lima contact ground 126.5"
+JST412: "Cross runway 25, taxi Lima, hold short runway 34L, contact ground 126.5, JST412"
JST412: "Sydney Ground, JST412, holding short runway 34L"
+SMC West: "JST412, cross runway 34L, taxi holding point Alpha Six"
+JST412: "Cross runway 34L, taxi holding point Alpha Six, JST412"
Generally, aircraft shall cross runway 16R/34L in the following directions at the following locations:
+| Location | +Direction of Taxi | +
|---|---|
| Taxiway Golf | +Eastbound | +
| Runway 25 | +Westbound | +
| Taxiway Lima | +As required | +
Winds must always be considered for Runway modes (Crosswind <20kts, Tailwind <5kts), however the order of preference is as follows:
+| Priority - Mode | +Arrivals | +Departures | +
|---|---|---|
| 1 - SODPROPS | +34L | +16L | +
| 2 - 34 PROPS | +34L & 34R | +34L & 34R | +
| 2 - 16 PROPS | +16L & 16R | +16L & 16R | +
| 3 - 16D/07A | +07 | +16L & 16R | +
| 3 - 25D/34A | +34L & 34R | +25 | +
| 4 - 16D/25A | +25 | +16L & 16R | +
| 5 - 07 | +07 | +07 | +
| 5 - 25 | +25 | +25 | +
| *Curfew | +34L | +16R | +
*Permitted between the hours of 2300 and 0600 Local. If the pilot does not want to participate in curfew mode operations, the controller must accommodate this request.
+Note
+In general, the SODPROPS, 16D/07A, and 25D/34A modes are most suitable for Noise Abatement. The PROPS modes are most suitable for higher capacity. Since for the most part, neither of these are a factor on VATSIM, it is up to you which runway mode you would like to operate, subject to winds. Consider favouring the higher capacity PROPS modes during busy times, such as events like Milk Run Monday or Panic Stations.
+Tip
+Take in to account an aircraft's weight when runways 16L/34R or 07/25 are in use. Heavier aircraft may operationally require the longer Runway 16R/34L, or pilots may prefer a departure from 16R instead of 16L so they have a shorter taxi. If in doubt, ask the pilot and try to be accommodating of these requests.
+When using the SODPROPS mode, pass traffic information to aircraft that are departing and landing at the same time.
+Example
+SY ADC: "JST521, traffic is a 737 on a 3nm final for the opposite direction parallel runway, runway 16L, cleared for takeoff"
+JST521: "Runway 16L, cleared for takeoff, JST521"
+SY ADC: "VOZ954, traffic is an A320 departing from the opposite direction parallel runway to the southeast, runway 34L, cleared to land"
+VOZ954: "Runway 34L, cleared to land, VOZ954"
When runway 25 is in use, the responsibility for management of the helicopter area falls to ADC West. When runway 25 is not in use, ADC East (if online) takes responsibility for the heliport.
+Refer to Parallel Runway Separation Standards for more information
+When operating under PROPS, go around headings shall diverge from the extended centreline of the parallel runway by at least 30°. Aircraft cleared the ILS or IVA may follow the published missed approach in order to meet this requirement.
+Go arounds / missed approaches shall be coordinated with the SY TCU as per the standard procedure.
Unless operationally required, aircraft shall be assigned the following runways for departure when PROPS are in progress:
+| Aircraft tracking | +Runway | +
|---|---|
| via KADOM | +16R/34L | +
| Jets via WOL | +16R/34R | +
| Non-Jets via WOL | +16R/34L | +
| via RIC | +16R/34L | +
| via OLSEM | +16L/34R | +
| Other aircraft: | ++ |
| To the NORTH and EAST | +16L/34R | +
| To the SOUTH and WEST | +16R/34L | +
Note
+During times of heavy traffic, it may be beneficial for ACD to balance the load between Runways 34L and 34R for domestic jet departures via WOL. Non-jet departures via WOL should still be processed on 34L. The same principle may be applied to the Runway 16 direction when the 16R holding points are becoming congested and a large amount of heavy, international aircraft are planned to depart during a given window.
+Where the traffic levels are normal, preference should be given to departing aircraft in accordance with the runway selection table above.
+Tip
+A radar SID (e.g. SY (RADAR) SID) is distinct from a procedural SID with a RADAR transition (eg, RIC SID, RADAR transition). A radar SID can be identified in the DAPs as having a "(RADAR)" at the end of the name.
+| Type | +Via | +SID | +
|---|---|---|
| Jet | +OLSEM WOL |
+FISHA SID, Relevant Transition | +
| Jet | +All others | +FISHA SID, RADAR Transition | +
| Non-Jet | +All | +RADAR SID | +
| Type | +Via | +SID | +
|---|---|---|
| Jet | +OLSEM NOBAR DIPSO EVONN CAWLY OPTIC |
+KEVIN SID, Relevant Transition | +
| Jet | +WOL | +ABBEY SID, WOL Transition | +
| Jet | +All others | +KEVIN SID, RADAR Transition | +
| Non-Jet | +All | +RADAR SID | +
| Type | +Via | +SID | +
|---|---|---|
| Jet | +RIC KADOM WOL |
+GROOK SID, Relevant Transition | +
| Jet | +All others | +GROOK SID, RADAR Transition | +
| Non-Jet | +All | +RADAR SID | +
| Type | +Via | +SID | +
|---|---|---|
| All | +All | +RADAR SID | +
| Type | +Via | +SID | +
|---|---|---|
| Jet | +WOL | +WOL SID | +
| Jet | +KADOM | +KADOM SID | +
| Jet | +RIC | +RIC SID, RIC Transition | +
| Jet | +All others | +RIC SID, RADAR Transition | +
| Non-Jet | +All | +RADAR SID | +
| Type | +Via | +SID | +
|---|---|---|
| Jet | +OLSEM | +OLSEM SID | +
| Jet | +WOL | +MARUB SID, WOL Transition | +
| Jet | +All others | +MARUB SID, RADAR Transition | +
| Non-Jet | +All | +RADAR SID | +
Climb Gradient Requirements apply to all Procedural SIDs. It is the pilot's responsibility to advise if they are unable to meet these requirements. Pilots that advise this can be assigned a RADAR SID instead.
+| Cloud Base | +Visibility | +Approach | +
|---|---|---|
| >3000FT | +>5000M | +EXP INDEP VISUAL APCH |
+
| Between 2000FT & 3000FT | +>5000M | +EXP INSTR APCH THEN INDEP VISUAL APCH WHEN VISUAL |
+
| Below 2000FT or | +<5000M | +EXP INSTR APCH |
+
Important
+Independent Visual Approaches (IVAs) may only be run during Parallel Runway Operations (PROPS). During single runway operations, regular visual approaches (blank ATIS 'APCH' field) should be used instead.
+When Independent Visual Approaches are run during PROPS, the APCH field must also include DO NOT PASS THRU ASSIGNED RWY CL.
++For the following approach types:
++
+- +
++
EXP INSTR APCH- +
++
EXP INSTR APCH THEN INDEP VISUAL APCH WHEN VISUALthe ATIS OPR INFO shall include
+INDEP PARL DEPS IN PROG.++Note
+This permits independent departures (two simultaneous departures on parallel runways) but NOT independent approaches (two simultaneous arrivals on parallel runways without perscribed separation minima).
+
⠀
+++For the following approach type,
++
+- +
EXP INDEP VISUAL APCHthe ATIS OPR INFO shall include
+INDEP PARL APPROACHES AND DEPS IN PROG.
⠀
+++When SODPROPS are in operation, the ATIS OPR INFO shall include
+SIMUL OPP DIR PARL RWY OPS IN PROG.
⠀
+++When Coordinator is online, the ATIS OPR INFO shall include
+WHEN READY FOR PUSH BACK OR TAXI CTC COORDINATOR 127.6.When Coordinator is online and start approval is required, the ATIS OPR INFO shall include
+START APPROVAL RQ. WHEN READY FOR PUSH BACK OR ENGINE START, CTC SYDNEY COORDINATOR ON FREQ 127.6, FOR START TIME.
Example
+
+
Sydney Coordinator is activated to reduce frequency congestion on SMC and ensure compliance with pre-determined slot times. The position is rarely used on VATSIM and is only beneficial with the large amounts of traffic seen during annual events like WorldFlight. When Coordinator is online, all departures are first directed to them prior to monitoring SMC.
+Important
+Sydney Coordinator is a non-standard position which may only be used in accordance with VATPAC Air Traffic Services Policy.
+Tip
+The responsibilities of Sydney Coordinator may also be delegated to ACD when there is high SMC workload however no seperate Coordinator controller available (as per NOTAM YSSY 220).
+A few steps must be followed during the operation of coordinator:
+WHEN READY FOR PUSH BACK OR TAXI CTC COORDINATOR 127.6.Example
+VOZ543: "Sydney Delivery, VOZ543, PDC read back"
+SY ACD: "VOZ543, go ahead the read back"
+VOZ543: "OLSEM1 departure, squawk 1336, bay 33, VOZ543"
+SY ACD: "VOZ543, contact Coordinator 127.6 for pushback"
+VOZ543: "127.6 for push, VOZ543"
+...
+VOZ543: "Sydney Coordinator, VOZ543, bay 33, request pushback"
+SY COORD: "VOZ543, monitor ground 121.7"
+VOZ543: "Monitor 121.7, VOZ543"
+...
+SY SMC: "VOZ543, Sydney Ground, pushback approved."
Note
+If a delay is required prior to transferring an aircraft to SMC, provide an estimated delay value to the pilot.
+Example
+VOZ543: "Sydney Coordinator, VOZ543, bay 33, request pushback"
+SY COORD: "VOZ543, estimated delay 10 minutes, remain this frequency."
When delays for taxi are excessive (e.g. 15–30 minutes), it may be necessary to include the following ATIS OPR INFO: START APPROVAL RQ. WHEN READY FOR PUSH BACK OR ENGINE START, CTC SYDNEY COORDINATOR ON FREQ 127.6, FOR START TIME.
This will ensure aircraft don't start their engines before a 30 minute wait, thereby burning considerable fuel and potentially disrupting the latter parts of the flight (e.g. the aircraft may not have enough fuel for lengthy en-route sequencing or holds).
+Remember that the bottom aircraft represents the front of the queue.
+^ Additionally, the strips must remain in the strip bay of their current state, even if they are in a queue. For example, if they have received an airways clearance and are in the queue for pushback, they must remain in the Cleared bay, not the Pushback bay.
+
+
† Aircraft that are compliant with their booked slot time should be moved to the front of the queue
+
+
Important
+YSSY utilises auto release for all Procedural SIDs (except ABBEY SID during SODPROPS), and the SY (RADAR) SID provided aircraft are assigned the standard assignable level and a Standard Assignable Heading.
+'Next' coordination is not required for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the Standard assignable level; and
+ c) Assigned a Procedural SID (except ABBEY SID); or
+ d) Assigned a Standard Assignable Heading
All other aircraft require a 'Next' call to SY TCU.
+'Next' coordination is additionally required for:
+ a) Visual departures
+ b) Departures to YSBK
+ c) After a go around, the next departure from that runway
+ d) Jets departing 16L via WOL
+ e) All aircraft during the Curfew Runway Mode
Example
+SY ADC -> SY TCU: "Next, MHQ, Runway 34R"
+SY TCU -> SY ADC: "MHQ, heading 030, unrestricted"
+SY ADC -> SY TCU: "Heading 030, MHQ"
SY ADC: "MHQ, Assigned heading right 030, Runway 34R, Cleared for Takeoff"
+MHQ: "Right heading 030, Runway 34R, Cleared for Takeoff, MHQ"
The SY TCU controller can suspend/resume Auto Release at any time, with the concurrence of SY ADC.
+The Standard Assignable level from SY ADC to SY TCU is:
+For Jets: A050
+For Non-Jets: The lower of A030 or the RFL
Refer to Sydney TCU Airspace Division for information on airspace divisions when SDN and/or SDS are online.
+Aircraft that have been cleared the SY (RADAR) SID must receive an assigned heading with their line up or takeoff clearance. 'Next' coordination is not required to the SY TCU controller when the departing aircraft has been assigned the standard assignable level and assigned one of the headings listed below:
+| Runway | +Jet | +Non-Jet | +
|---|---|---|
| 07 | +070 | +020, 110 | +
| 16L | +125 | +125 (RWY 25 in use), 090 (RWY 25 not in use) | +
| 16R | +170 | +210 | +
| 25 | +300, 240 | +020, 210, 240 | +
| 34L | +290 | +230 | +
| 34R | +030, 070 | +350 | +
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.
+SY ADC has responsibility of all runways, requiring SY SMC to coordinate with SY ADC to allow aircraft to cross runways whilst taxiing. SY SMC may request, or SY ADC may elect, to release certain runways to the SY SMC controller, so they may let aircraft cross the runway without coordination (for example, releasing runway 07/25 to SY SMC whilst PROPS are in progress.) This release may also be cancelled at the controller's discretion.
+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:
+a) VFR Departures
+b) Aircraft using a runway not on the ATIS
Example
+TEK: "Sydney Delivery, TEK, for YSHL via CUL, A025, request clearance"
+SY ACD: "TEK, Sydney Delivery, standby"
SY ACD -> SY TCU: "TEK, requesting clearance for YSHL via CUL, A025"
+SY TCU -> SY ACD: "TEK, cleared to YSHL via CUL, A025"
+SY ACD -> SY TCU: "Cleared to YSHL via CUL, A025, TEK"
SY ACD: "TEK, cleared to YSHL via CUL, climb A025, squawk 0552, departure frequency 123.0"
+TEK: "Cleared to YSHL via CUL, climb A025, squawk 0552, departure frequency 123.0, TEK"
Reserved.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Townsville ADC | +Townsville Tower | +118.300 | +TL_TWR | +
| Townsville SMC | +Townsville Ground | +121.800 | +TL_GND | +
| Townsville ACD | +Townsville Delivery | +128.100 | +TL_DEL | +
| Townsville ATIS | ++ | 133.500 | +YBTL_ATIS | +
Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+TL ADC owns the Class C airspace in the TL CTR (Extends to 7NM from the thresholds of Runway 01/19) from SFC to A015. This airspace is designed to facilitate Helicopter Traffic and Ciruit Traffic.
Runway 01/19 are the primary runways at Townsville. +Runway 07/25 may be used in conjunction with 01/19 for VFR arrivals and Helicopter Traffic.
+For non-RNAV approved IFR aircaft with a wake turbulence category of medium or greater, issue a RADAR SID. +For non-RNAV approved IFR aircraft with a wake turbulence category of light, issue a visual departure or RADAR SID
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+VFR aircraft conducting circuits inside TL ADCs airspace shall be at or below A015. Higher circuit altitude may be given if voice coordinated with TL TCU.
| Runway | +Direction | +
|---|---|
| 01 | +Left | +
| 07 | +Left | +
| 19 | +Right | +
| 25 | +Right | +
Procedures relating to Helicopters can be found in the Airforce AIP AD2 SUPPS Section for Townsville. (7.5 - 7.9) +YBTL AD2 SUPPS Page
+'Next' coordination is not required from TL ADC to TL TCU for aircraft that are:
+a) Departing from a runway nominated in the ATIS; and
+b) Assigned the standard assignable level;
+c) Assigned a Procedural SID
Example
+TL ADC -> TL TCU: "Next, DNGO05, runway 19"
+TL TCU -> TL ADC: "DNGO05, Assigned Heading Left 150, unrestricted"
+TL ADC -> TL TCU: "Assigned Heading Left 150, DNGO05"
The Standard Assignable level from TL ADC to TL TCU is the lower of F180 or the RFL.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Williamtown ADC | +Willy Tower | +118.300 | +WLM_TWR | +
| Williamtown SMC | +Willy Ground | +121.800 | +WLM_GND | +
| Williamtown ACD | +Willy Delivery | +130.350 | +WLM_DEL | +
| Williamtown ATIS | ++ | 134.450 | +YWLM_ATIS | +
WLM ADC owns the airspace within the WLM MIL CTR A (SFC-A050). This may be amended/released as required between WLM ADC and WLM TCU.
+
Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+'Next' coordination is not required from WLM ADC to WLM TCU for aircraft that are:
+a) Departing from a runway nominated in the ATIS; and
+b) Assigned the standard assignable level;
+c) Assigned a Procedural SID
Example
+WLM ADC -> WLM TCU: "Next, MVP"
+WLM TCU -> WLM ADC: "MVP, Left Heading 010, Unrestricted"
+WLM ADC -> WLM TCU: "Left Heading 010, MVP"
The Standard Assignable level from WLM ADC to WLM TCU is the lower of F120 or the RFL.
Voiceless coordination is in place from WLM TCU to WLM ADC for arrivals cleared for an approach on to a runway nominated on the ATIS. All other aircraft and all overfliers must be heads-up coordinated as soon as practical.
+Example
+WLM TCU -> WLM ADC: "via WLM, ZULU, Close formation of 5, do you have any restrictions or requirements?”
+WLM ADC -> WLM TCU: "ZULU, no restrictions or requirements, A040"
Local Instructions for all Class C towered aerodromes in Australia. For simulation purposes only.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Archerfield ADC | +Archer Tower | +118.100 | +AF_TWR | +
| Archerfield SMC | +Archer Ground | +129.300 | +AF_GND | +
| Archerfield ATIS | ++ | 120.900 | +YBAF_ATIS | +
+
AF ADC is responsible for the Class D airspace in the AF CTR SFC to A015.
+
Refer to Class D Tower Separation Standards for more information.
+VFR aircraft should track via a VFR inbound point at A015 and be instructed as below:
| VFR Approach Point | +RWYs 04 | +RWYs 22 | +RWYs 10 | +RWYs 28 | +
|---|---|---|---|---|
| TVT | +"Join Base RWY 04L, report CBRG" | +"Join Base RWY 22R, report CBRG" | +"Join Final RWY 10L, report CBRG" | +"Join Downwind RWY 28R, maintain A015, report CBRG" | +
| GON | +"Join Final RWY 04L" | +"Join Downwind RWY 22R, maintain A015" | +"Join Final RWY 10R" | +"Join Downwind RWY 28L, maintain A015" | +
| PKR | +"Join Base RWY 04R, report Logan Bridge" | +"Join Base RWY 22L, report Logan Bridge" | +"Join Base RWY 10R, report Logan Bridge" | +"Join Base 28L, report Logan Bridge" | +
| TAR | +"Join Base RWY 04R" | +"Join Base RWY 22L" | +"Join Downwind RWY 10R, maintain A015" | +"Join Final RWY 28L" | +
Note
+Aircraft joining downwind are instructed to maintain A015 for separation with aircraft departing the zone at A010. Once inbound aircraft are clear of the departure track, they should be "cleared visual approach".
| Planned Departure Tracks | +"Intentions" | +Tracking Requirement | +
|---|---|---|
| BTN 310 & 019 DEG | +Northern Departure | +Track via WTBG | +
| BTN 020 & 099 DEG | +Eastern Departure | +Track via Gateway Motorway and Pacific Motorway Intersection (Not available when Rwy 22 active EXC if departing into Class C) | +
| BTN 100 & 204 DEG | +Southern Departure | +Track 135 DEG from Archerfield | +
| BTN 205 & 309 DEG | +Western Departure | +DEP AF CTR on a track between 220 & 309. Acft must nominate outbound DEP track with TAXI call | +
| Other | ++ | As approved by ATC | +
VFR departures will depart the control zone at A010.
Aircraft should advise planned Departure Procedure to AF SMC with TAXI call and AF ADC with READY call.
+Example
+VPF: "Archer Ground, Cherokee VPF is on the Main Apron, solo, Western Departure, received information Alpha, request taxi"
+VPF: "Archer Tower, Cherokee VPF is B8, runway 10 Left for Western Departure, ready"
+The circuit direction changes depending on time of day and runway being used.
+| Runway | +Day | +Night | +
|---|---|---|
| 04R | +Right | +- | +
| 04L | +Left | +- | +
| 22R | +Right | +- | +
| 22L | +Left | +- | +
| 10R | +Right | +- | +
| 10L | +Left | +Left | +
| 28R | +Right | +Right | +
| 28L | +Left | +- | +
Circuits are to be flown at A010.
The ATIS must indicate the current runway config and nominate what each runway is being used for. This should be reflected on the ATIS as below:
+| Runway | +RWY Field | +
|---|---|
| Single RWY | +ALL OPERATIONS RWY (Number) |
+
| RWY 10/28 | +RWY 10L/28R FOR ARRIVALS AND DEPARTURES NORTH; RWY 10R/28L FOR ARRIVALS AND DEPARTURES SOUTH |
+
| RWY 04 | +RWY 04L FOR ARRIVALS AND DEPARTURES NORTH AND WEST; RWY 04R FOR ARRIVALS AND DEPARTURES SOUTH AND EAST |
+
| RWY 22 | +RWY 22. EASTERN DEPARTURES NOT AVAILABLE. RWY 22R FOR ARRIVALS AND DEPARTURES NORTH AND WEST; RWY 22L FOR ARRIVALS SOUTH AND EAST AND DEPARTURES SOUTH |
+
The APCH field should include EXP INST APCH when:
+ - the ceiling is at or below A029; or
+ - visibility is less than 5000m
When aircraft planned via a CTA departure are ready for takeoff and expected to depart imminently, AF ADC shall seek release of the aircraft through a 'Next' call.
+Example
+AF ADC -> BN TCU: "Next, XMM, Runway 10L"
+BN TCU -> AF ADC: "XMM, Unrestricted"
+AF ADC -> BN TCU: "XMM"
The Standard Assignable level from AF ADC to BN TCU is the lower of A040 or the RFL, any other level must be prior coordinated.
BN TCU will heads-up coordinate arrivals/overfliers from Class C to AF ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to AF ADC, unless AF ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+BN TCU -> AF ADC: "via TVT for the visual approach, UJE"
+AF ADC -> BN TCU: "UJE, visual approach"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. You should generally be able to issue a clearance for an approach and use other separation methods (visual separation, holding a departure on the ground) if separation is required with these aircraft.
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Avalon ADC | +Avalon Tower | +120.100 | +AV_TWR | +
| Avalon ATIS | ++ | 118.200 | +YMAV_ATIS | +
AV ADC is responsible for the Class D Airspace within the AV CTR SFC to A025. This airspace may be released to ML TCU with the concurrence of both controllers.
+ML TCU is responsible for the Class E Airspace to the North, South, and Above the AV CTR.
+ML TCU is repsonsible for the Class G Airspace to the East of the AV CTR, and to the West of the AV CTR within 30 DME ML.
+YWE is responsible for the Class G Airspace to the West of the AV CTR outside 30 DME ML.
+YWE(WON) is responsible for the Class G Airspace to the South East of the AV CTR outside 30 DME ML.
Refer to Class D Tower Separation Standards for more information.
+Aircraft planned via ML shall be assigned the JUSTY SID.
+Aircraft not planned via ML, and tracking to the North East, shall be recleared via ML, and assigned the JUSTY SID.
+All other IFR aircraft shall be assigned the Radar SID.
+| Runway | +Direction | +
|---|---|
| 18 | +Left | +
| 36 | +Right | +
'Next' coordination is not required to ML TCU for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; or
+ b) Assigned the standard assignable level; or
+ c) Assigned a Procedural SID
All other aircraft require a 'Next' call to ML TCU.
+Example
+AV ADC -> MDS: "Next, UJI, Runway 18"
+MDS -> AV ADC: "UJI, heading 030, unrestricted"
+AV ADC -> MDS: "Heading 030, UJI"
The Standard Assignable level from AV ADC to ML TCU is the lower of A040 or the RFL.
ML TCU will heads-up coordinate arrivals/overfliers from Class C to AV ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to AV ADC, unless AV ADC nominates a restriction.
+VFR aircraft will not be coordinated, and will need to receive their airways clearance from AV ADC.
Example
+MDS -> AV ADC: "via TEMPL for the ILS-Y 18, JST631"
+AV ADC -> MDS: "JST631, ILS-Y 18"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. You should generally be able to issue a clearance for an approach and use other separation methods (visual separation, holding a departure on the ground) if separation is required with these aircraft.
+Any Runway change must be prior coordinated to the relevant TCU Controller.
+When MDN and/or MDS are online, the relevant TCU controller is whoever is responsible for MDS.
+AV ADC only borders YWE/WON Class G airspace, and as such, no coordination is required between AV ADC and YWE/WON.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Bankstown ADC | +Bankstown Tower | +132.800 | +BK_TWR | +
| Bankstown SMC | +Bankstown Ground | +119.900 | +BK_GND | +
| Bankstown ATIS | ++ | 120.900 | +YSBK_ATIS | +
+
BK ADC is responsible for the Class D airspace in the BK CTR SFC to A015.
+
Refer to Class D Tower Separation Standards for more information.
+VFR aircraft will report inbound at PSP or TWRN. They should be instructed to join the circuit as below:
+| VFR Approach Point | +RWYs 29 | +RWYs 11 | +
|---|---|---|
| PSP | +"Join right downwind runway 29R, maintain A015", then when abeam RWYs 11 threshold or clear of departing traffic, "Cleared visual approach" | +"Join final runway 11L, report 3nm" | +
| TWRN | +"Join crosswind runway 29R, maintain A015", then when abeam RWYs 11 threshold or clear of departing traffic, "Cleared visual approach" | +"Join final runway 11L, report at Warwick Farm" | +
Note
+Aircraft joining final in the RWY 11 direction are not assigned a level and are expected to commence a visual approach in accordance with the tracking instructions issued by ADC. Aircraft are required to enter the control zone at A010. There is no need to clear these aircraft for a visual approach.
VFR aircraft should report ready to BK ADC with their departure intentions. A takeoff clearance constitutes a clearance to depart the zone by extending the pilot's requested leg of the circuit. Aircraft departing the zone into class G airspace will transfer to area frequency upon leaving the zone, no explicit frequency transfer is given to these aircraft.
+Aircraft departing a leg of the circuit will climb to and maintain the following levels until clear of the zone:
+RWY 29 direction: A010
+RWY 11 direction: A015
The circuit direction changes depending on time of day and runway being used.
+| Runway | +Day | +Night | +
|---|---|---|
| 11L | +Left | +- | +
| 11C | +Left | +Right | +
| 11R | +Right | +- | +
| 29L | +Left | +- | +
| 29C | +Right | +Left | +
| 29R | +Right | +- | +
Circuits to be flown at A010
These procedures apply during hours of daylight only. During hours of darkness, all helicopters must revert to fixed-wing operations.
+The Main Pad (abeam taxiway Mike) is treated like a runway and requires a takeoff/landing clearance. Helicopters are permitted to become airborne from a limited number of other locations on the aerodrome, such as taxiway November Two, and should be instructed to "report airborne" or "report on the ground".
+Three helicopter reporting points help keep helicopters segregated from other traffic.
+CWST: Michels Patisserie located 1.2nm west of CNTH on the water pipeline
+CNTH: Northern end of Regents Park Railway Station, roughly 300 metres north of the water pipeline
+CSTH: Intersection of two creeks enclosing a sewage treatment works 2.1nm south of the aerodrome reference point
Helicopters should track inbound at A007 via one of the normal inbound points (PSP or TWRN) or via Olympic Park and report to BK ADC at that point. In response, BK ADC should instruct the aircraft to track as below:
| Inbound Point | +RWY 11 Config | +RWY 29 Config | +
|---|---|---|
| PSP | +"Report CWST", then "Join base main pad" |
+"Report CNTH", then "Join base main pad" |
+
| TWRN | +"Report CSTH, A005", then "Overfly midfield at A005, join downwind main pad" |
+"Report CSTH, A005", then "Overfly midfield at A005, join downwind main pad" |
+
| Olympic Park | +"Report CWST", then "Join base main pad" |
+"Report CNTH", then "Join base main pad" |
+
Note
+Helicopters tracking via CSTH will pass over the runway complex midfield at A005 to join downwind. Be mindful of aircraft in the fixed-wing circuit and pass traffic information to both aircraft prior to the fixed-wing aircraft turning final.
Example:
+"LOI, traffic is a helicopter overflying the aerodrome to the north at A005, runway left, cleared touch and go"
+"YZD, traffic is a Cherokee turning final for runway left, overfly midfield at A005, join downwind main pad"
Helicopters should track outbound via one of the helicopter reporting points at A007. Departures to the north must track via CWST when RWY 29s are in use and CNTH when RWY 11s are in use.
Helicopters shall report ready to BK ADC with their departure intentions. In response, BK ADC will clear the aircraft for takeoff and instruct them to track via the appropriate exit gate.
+Example
+YZD: "Bankstown Tower, helicopter YZD, main pad, for Choppers North departure, ready"
+BK ADC: "YZD, Bankstown Tower, depart Choppers North, main pad, cleared for takeoff"
Note
+Helicopters tracking via CSTH will pass over the runway complex midfield at A005 to join downwind. Be mindful of aircraft in the fixed-wing circuit and pass traffic information to both aircraft prior to the helicopter becoming airborne.
Example:
+"XEL, traffic is a helicopter overflying the aerodrome to the south at A005, runway left, cleared touch and go"
+"YZD, traffic is a Cherokee turning final for runway left, depart Choppers South, main pad, cleared for takeoff"
Circuits are conducted within the lateral confines of the fixed-wing circuit at A007, in the same direction as the current runway config. The termination point of the circuit is the Main Pad.
Example
+BK ADC: "SUA, main pad, cleared stop and go"
+The ATIS must indicate the current runway config and nominate what each parallel runway is being used for. The northern runway (11L/29R) is primarily used for VFR arrivals and departures, the southern runway (11R/29L) for circuit training, and the centre runway for IFR arrivals/departures and VFR overflow.
+This should be reflected on the ATIS as below:
+RWY 11L FOR ARRIVALS AND DEPARTURES; RWY 11R FOR CIRCUIT TRAINING; RWY 11C IN USE
When the crosswind component exceeds 15 knots, the OPR INFO field must include:
+CROSSWIND ALERT – DO NOT PASS THROUGH FINAL FOR YOUR ASSIGNED RUNWAY
When the aircraft is ready for departure, Tower will coordinate with the relevant Class C sector above them for permission to release the aircraft into their CTA.
+Example
+BK ADC -> SY TCU: "Next, UJN, runway 29C"
+SY TCU -> BK ADC: "UJN, unrestricted"
+BK ADC -> SY TCU: "UJN"
The Standard Assignable level from BK ADC to SY TCU is A030, any other level must be prior coordinated.
Aircraft shall be instructed to contact SY TCU passing A015.
SY TCU will heads-up coordinate arrivals/overfliers from Class C to BK ADC.
+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.
Example
+SY TCU -> BK ADC: "via GRB, UJN"
+BK ADC -> SY TCU: "UJN, A010"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. You should generally be able to issue a clearance for an approach and use other separation methods (visual separation, holding a departure on the ground) if separation is required with these aircraft.
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Camden ADC | +Camden Tower | +120.100 | +CN_TWR | +
| Camden SMC | +Camden Ground | +121.900 | +CN_GND | +
| Camden ATIS | ++ | 125.100 | +YSCN_ATIS | +
CN ADC is responsible for the Class D airspace in the CN CTR SFC to A020.
Refer to Class D Tower Separation Standards for more information.
+All aircraft must depart at A013 via an extended leg of the circuit.
+Upon reaching 2NM CN, all VFR aircraft should monitor the appropriate area frequency (Sydney Approach). A frequency transfer will not be issued to VFR aircraft.
+Departing IFR aircraft will receive a frequency transfer.
Some aircraft may request to leave the CTR on climb above A013. If there is no reported traffic above the zone and no conflicting traffic at A018, aircraft may be cleared to depart on climb.
Example
+CN ADC: "PCN, runway 06, cleared for takeoff"
+PCN: "Runway 06, cleared for takeoff, PCN"
PCN: "PCN, request depart on climb"
+CN ADC: "PCN, depart on climb"
VFR aircraft should track via one of the VFR inbound points and be instructed as below:
+| VFR Approach Point | +RWYs 06 | +RWYs 24 | +
|---|---|---|
| BRY | +"Join Downwind RWY 06, Maintain A018, Report 2NM" | +"Join Final RWY 24, Maintain A018, Report Oran Park (ONPK)" | +
| MEG | +"Overfly Camden to join Mid-Field Crosswind RWY 06, Maintain A018, Report Overhead" | +"Overfly Camden to join Mid-Field Crosswind RWY 24, Maintain A018, Report Overhead" | +
| PIC | +"Overfly Camden to join Mid-Field Crosswind RWY 06, Maintain 1800ft, Report Overhead" | +"Overfly Camden to join Mid-Field Crosswind RWY 24, Maintain A018, Report Overhead" | +
| THK | +"Join Final RWY 06, Maintain A018, Report 3NM" | +"Join Downwind RWY 24, Maintain A018, Report 2NM" | +
| MYF | +"Join Base RWY 06, Maintain A018, Report 2NM" | +"Join Base RWY 24, Maintain A018, Report 2NM" | +
When Aircraft are clear of conflicting traffic below, aircraft may "cleared visual approach".
+When an aircraft reports at their specified report point (or on downwind), issue the aircraft its sequence in the circuit.
+Example
+"XEM, number 3 Runway 06, follow the C172 on base"
+The only instrument approach at YSCN is the RNP W approach. This approach commences OCTA and enters the Camden control zone.
+SY TCU will not clear aircraft for the approach (as it commences OCTA) and will transfer aircraft to CN ADC at SCNWI. CN ADC shall issue airways clearance on first contact in accordance with the table below.
| Scenario | +Clearance | +
|---|---|
| Aircraft is visual & circuit traffic exists | +"Cleared RNP-W approach, not below A018" | +
| Aircraft not visual or no circuit traffic | +"Cleared RNP-W approach, runway 06/24" | +
Note
+The circuit altitude at YSCN is A013 and the overfly altitude is A018. Aircraft issued a restriction to descend not below A018 should be instructed to join the circuit once clear of traffic established in the circuit area.
The circuit direction changes depending on time of day and runway being used.
+| Runway | +Day | +Night | +
|---|---|---|
| 06 | +Left | +Left | +
| 24 | +Right | +Right | +
| 10 (Grass) | +Left | +- | +
| 28 (Grass) | +Right | +- | +
Circuits are flown at A013 (High Performance Aircraft: A018)
When an aircraft reports on downwind, indicate their position in the sequence (and give a follow instruction if the sequence has changed since the last circuit).
+Example
+JKA: "JKA, downwind, touch and go"
+CN ADC: "JKA, number 2"
When there is more than SCT cloud on the YSCN METAR area below A035, the APCH field must include EXP INST APCH.
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.
+Example
+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.
+SY TCU will coordinate inbound IFR aircraft. 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.
+Example
+SRI -> CN ADC: “via RNP W, HRP”
+CN ADC -> SRI: “HRP”
CN ADC must issue an airways clearance to these aircraft on first contact.
+SRI will advise CN ADC of observed IFR aircraft overflying CN CTR below A025.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Hobart ADC | +Hobart Tower | +118.100 | +HB_TWR | +
| Hobart SMC | +Hobart Ground | +121.700 | +HB_GND | +
| Hobart ATIS | ++ | 128.450 | +YMHB_ATIS | +
HB ADC is responsible for the Class D airspace in the HB CTR:
+North of the Runway Centreline: SFC to A015
+South of the Runway Centreline: SFC to A025
+
Refer to Class D Tower Separation Standards for more information.
+Jet Aircraft planned via RIBLI, LATUM, or LAVOP, shall be assigned the Procedural SID that terminates at the appropriate waypoint.
+Non-Jet Aircraft planned via RIBLI, KANLI, or LAVOP, shall be assigned the Procedural SID that terminates at the appropriate waypoint.
+Other aircraft shall be assigned an appropriate Procedural SID or a visual departure.
+YMHB ATIS identifiers range from N to Y, as YMLT uses A through M.
Due to it's close proximity, HB ADC & SMC are responsible for clearances into and out of Cambridge (YCBG), which sits inside the Hobart Class D control zone.
+Prior to leaving the apron, all outbound aircraft will establish communications with HB SMC for Airways Clearance.
+All IFR Aircraft departing Cambridge shall be assigned a Visual Departure or one of Hobart's Procedural SIDs.
+Note
+Both VFR and IFR aircraft require a clearance to operate in Class D airspace (even if this is an implied clearance to depart a leg of the circuit). The examples below show an IFR aircraft departing.
+Example
+NDR: "Hobart Ground, NDR, for Devonport, Request Clearance"
+HB SMC: "NDR, Cleared to Devonport via KANLI flight plan route, KANLI3 Departure, Climb via SID A045, Squawk 4432"
When ready to taxi and prior to leaving the apron aircraft must contact HB ADC, advising intended runway for departure and receipt of YMHB ATIS, to obtain traffic information.
+Example
+NDR: "Hobart Tower, NDR, taxiing Cambridge Runway 32, received Hobart Information D"
+HB ADC: "NDR, No reported IFR traffic, report ready"
+NDR: "Wilco, NDR"
Takeoff clearances are not given. Aircraft will remain clear of the active runway and report ready to HB ADC. Aircraft must not enter an active runway or become airborne until departure instructions have been issued.
+Example
+NDR: "NDR, Ready"
+HB ADC: "NDR, track via the KANLI3 departure, report airborne"
+NDR: "Track via the KANLI3 departure, wilco, NDR"
Inbound VFR aircraft should be instructed to join a leg of the circuit and cleared for a visual approach (traffic permitting). In IMC, IFR aircraft will fly one of Hobart's instrument approaches until visual, then break off to circle to land.
+As a landing clearance is not given, aircraft should instead be informed of any traffic operating on the aerodrome and instructed to report clear of the runway.
+Example
+UJA is an IFR Aero Commander who has been cleared the YMHB RNAV-Z RWY 30 approach by HB APP and handed off to HB ADC.
+UJA: "Hobart Tower, UJA"
+HB ADC: "UJA, Hobart Tower, report visual"
+UJA: "Wilco, UJA"
UJA: "UJA, visual"
+HB ADC: "UJA, track for final runway 30, no reported traffic, report clear of the runway"
+UJA: "Track for final runway 30, wilco, UJA"
Example
+KLR is a VFR Cherokee who is tracking inbound on the Victor East VFR route.
+HB ADC: "KLR, enter the control zone tracking via the Victor East, A015, clearance limit Sorell"
+KLR: "Enter control zone tracking via the Victor East, A015, clearance limit Sorell, KLR"
KLR: "KLR, approaching Sorell"
+HB ADC: "KLR, join base runway 12, cleared visual approach, no reported traffic, report clear of the runway"
+KLR: "Join base runway 12, cleared visual approach, wilco, KLR"
| Runway | +Direction | +
|---|---|
| 12 | +Left | +
| 30 | +Right | +
| Victor | +Inbound | +Outbound | +
|---|---|---|
| Northwest | +CBV-CPA-RCH west of the Colebrook/Richmond Road to west abeam RADT | +West abeam RADT-RCH-CPA-CBV west of the Richmond/Colebrook Road | +
| Northeast | +CBV-CPA-Orielton-SORL east of Colebrook Road to CPA then Orielton east of Tasman HWY to SORL | +As directed by ATC to SORL then Orielton east of Tasman HWY, thence east of Colebrook Rd east of CPA to CBV | +
| East | +DLY-SORL north of the Arthur HWY | +As directed by ATC to SORL | +
| Southwest | +DRP to-YCBG west of Mt Rumney | +Eest of Mt Rumney to DRP | +
| South | +CREM-LAUD-YCBG | +LAUD-CREM | +
| West | +BOWB to Risdon Vale thence Cambridge township | +Risdon Vale thence BOWB | +
Clearances for aircraft entering the CTR must be worded so as to leave no possibility for misinterpretation by the pilot.
+Example
+NDR: "Hobart Tower, NDR, CPA, A015, on the Victor Northwest, received Romeo, request clearance"
+HB ADC: "NDR, enter the CTR tracking via the Victor Northwest at A015."
'Next' coordination is not required to HBA for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a SID
All other aircraft require a 'Next' call to HBA.
+Example
+HB ADC -> HBA: "Next, ABC, runway 12"
+HBA -> HB ADC: "ABC, Heading 150 Visual, unrestricted"
+HB ADC -> HBA: "Heading 150 Visual, ABC"
HB ADC: "ABC, Assigned heading right 150 Visual, Runway 12, Cleared for Takeoff"
+ABC: "Right heading 150 Visual, Runway 12, Cleared for Takeoff, ABC"
The HBA controller can suspend/resume Auto Release at any time, with the concurrence of HB ADC.
+Note
+"Next" Coordination to HBA is not required for aircraft assigned a Procedural SID and the Standard Assignable Level.
+HB SMC shall give heads-up coordination to HBA controller prior to the issue of the following clearances:
+a) VFR Departures
+b) Aircraft using a runway not on the ATIS
The Standard Assignable level from HB ADC to HBA is:
+For IFR Aircraft: A080
+For VFR Aircraft: The lower of A045 or the RFL.
HBA will heads-up coordinate arrivals/overfliers from Class C to HB ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to HB ADC, unless HB ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+HBA -> HB ADC: "via BAVUR for the RNAV-W RWY 12, QJE1551"
+HB ADC -> HBA: "QJE1551, RNP-W RWY 12"
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Jandakot ADC | +Jandakot Tower | +118.100 | +JT_TWR | +
| Jandakot SMC | +Jandakot Ground | +124.300 | +JT_GND | +
| Jandakot ATIS | ++ | 128.650 | +YPJT_ATIS | +
+
JT ADC is responsible for the Class D airspace in the JT CTR SFC to A015.
+
VFR aircraft will report inbound at BOAT, POWR, OAKF or RUSS at A015. JT ADC will instruct aircraft to maintain A015 or remain outside the control zone (workload permitting). Aircraft will then report again at ADWD when inbound from BOAT or POWR, or FDL when inbound from OAKF or RUSS. They should then be instructed to join the circuit as below:
| VFR Approach Point | +RWYs 06 | +RWYs 24 | +RWY 12 | +RWY 30 | +
|---|---|---|---|---|
| ADWD | +"Join base runway 06L" | +"Join right downwind runway 24R, maintain A015", until the aircraft are clear of RWY 24R departures via Fiona Stanley Hospital and FREM, then "Cleared Visual Approach" | +"Join final runway 12" | +"Join downwind ruwnay 30, maintain A015", until the aircraft is clear of RWY 30 departures via YGB, then "Cleared Visual Approach" | +
| FDL | +"Join downwind runway 06L, maintain A015". Aircraft should fly overhead the airfield between the control tower and the upwind end of the runway and join the circuit. Once established in the circuit, "Cleared visual approach" | +"Join right downwind runway 24R, maintain A015". Aircraft should fly overhead the airfield between the control tower and the upwind end of the runway and join the circuit. Once established in the circuit, "Cleared visual approach" | +"Join right downwind runway 12" | +"Join final runway 30" | +
All aircraft will arrive on runway 06L/24R or 12/30.
+Note
+Circuit joining instructions given without an assigned altitude imply clearance to conduct the visual approach. There is no need to clear these aircraft for a visual approach.
+VFR aircraft should report ready to JT ADC with their departure intentions. A takeoff clearance constitutes a clearance to depart the zone by extending the pilot's requested leg of the circuit. Aircraft departing the zone into class G airspace will transfer to area frequency upon leaving the zone, no explicit frequency transfer is given to these aircraft.
+Aircraft departing a leg of the circuit will climb to and maintain the following levels until clear of the zone:
+All runways: A010
VFR aircraft will depart via set outbound departure routes. Aircraft will track extended circuit legs to the departure point. These departure points include: YGB, FREM via Fiona Stanley Hospital, and SHOP.
+Departures via FREM and YGB will depart on runway 06L/24R. Runway 06R/24L is used for circuit traffic and departures via SHOP.
+PH TCU will coordinate all IFR arrivals in accordance with coordination procedures.
+All IFR Departures must be assigned the most appropriate SID in accordance with the aircraft's direction of flight.
+| Direction | +SID | +
|---|---|
| South/West | +TONEG | +
| North/North-west | +ISPET | +
| East/North-east | +SCARP | +
The circuit direction changes depending on tower opening hours and runway being used.
+| Runway | +Tower Open | +Tower Closed | +
|---|---|---|
| 06L | +Left | +Right | +
| 06R | +Right | +- | +
| 24L | +Left | +- | +
| 24R | +Right | +Left | +
| 12 | +Left | +Left | +
| 30 | +Left | +Left | +
Circuits to be flown at A010
Unless otherwise depicted in the ERSA FAC YPJT, all helicopters must comply with fixed wing procedures.
Circuits are conducted within the lateral confines of the fixed-wing circuit at A008, in the same direction as the current runway config. The termination point of the circuit is the Main Pad.
The ATIS must indicate the current runway config and nominate what each parallel runway is being used for. The northern runway (06L/24R) is primarily used for VFR arrivals and departures, the southern runway (06R/24L) for circuit training and departures via SHOP, and the cross runway (12/30) for arrivals/departures when weather is unsuitable for parallel rwunay operations.
This should be reflected on the ATIS as below:
+RWY 06R FOR CIRCUITS AND DEPARTURES VIA ARMADALE SHOPS; RWY 06L FOR ARRIVALS AND ALL OTHER DEPARTURES
+RWY 24L FOR CIRCUITS AND DEPARTURES VIA ARMADALE SHOPS; RWY 24R FOR ARRIVALS AND ALL OTHER DEPARTURES
When PH RWY 03 is in operation, the ATIS should include:
+DUE PERTH DUTY RUNWAY 03, CAUTION WAKE TURBULANCE
When the aircraft is ready for departure, JT ADC will coordinate with the relevant PH TCU controller above them for permission to release the aircraft into their CTA.
+Example
+JT ADC -> PH TCU: "Next, FD420, runway 24R"
+PH TCU -> JT ADC: "FD420, Unrestricted"
+JT ADC -> PH TCU: "FD420"
The Standard Assignable level from JT ADC to PH TCU is the lower of A030 or the RFL, any other level must be prior coordinated.
PH TCU will heads-up coordinate arrivals/overfliers from Class C to JT ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to JT ADC, unless JT ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+PH TCU -> JT ADC: "via RNAV-Z RWY 06L, FD416, circling to land RWY 24R"
+JT ADC -> PH TCU: "FD416, RNAV-Z RWY 06L with a circle to land RWY 24R"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. You should generally be able to issue a clearance for an approach and use other separation methods (visual separation, holding a departure on the ground) if separation is required with these aircraft.
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Launceston ADC | +Launy Tower | +118.700 | +LT_TWR | +
| Launceston ATIS | ++ | 134.750 | +YMLT_ATIS | +
LT ADC is responsible for the Class D airspace in the LT CTR SFC to A015.
Refer to Class D Tower Separation Standards for more information.
+Aircraft planned via MIKIS, TASUM, or VEKLO shall be assigned the relevant Procedural SID.
+Aircraft planned via IRSOM, MORGO, ONAGI, VIMAP, NUNPA, or MOTRA, departing Runway 32L, shall be assigned the relevant ALPHA Procedural SID.
+Aircraft planned via ONAGI, VIMAP, NUNPA, or MOTRA, departing Runway 14R, shall be assigned the relevant BRAVO Procedural SID.
+Non-Jet Aircraft planned via IRSOM, ONAGI, or MORGO may be assigned the relevant CHARLIE Procedural SID on pilot request.
+Aircraft not planned via any of the above waypoints, shall be recleared via the most appropriate one, and assigned the Procedural SID.
+Aircraft unable to accept a SID, or that cannot practically accept amended routing via the above points, shall be assigned the RADAR SID.
+YMLT ATIS identifiers range from A to M, as YMHB uses N through Y.
| Runway | +Day | +Night | +
|---|---|---|
| 14L | +Left | +- | +
| 14R | +Right | +Right | +
| 32L | +Left | +Left | +
| 32R | +Right | +- | +
| 18 | +Left | +- | +
| 36 | +Left | +- | +
'Next' coordination is not required to LTA for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a SID
All other aircraft require a 'Next' call to LTA.
+Example
+LT ADC -> LTA: "Next, ABC, runway 14L"
+LTA -> LT ADC: "ABC, Heading 150 Visual, unrestricted"
+LT ADC -> LTA: "Heading 150 Visual, ABC"
LT ADC: "ABC, turn right heading 150 Visual, Runway 14L, Cleared for Takeoff"
+ABC: "Right heading 150 Visual, Runway 12, Cleared for Takeoff, ABC"
The LTA controller can suspend/resume Auto Release at any time, with the concurrence of LT ADC.
+LT ADC shall give heads-up coordination to LTA controller prior to the issue of the following clearances:
+a) VFR Departures
+b) Aircraft using a runway not on the ATIS
The Standard Assignable level from LT ADC to LTA is:
+For IFR Aircraft: A080
+For VFR Aircraft: The lower of A045 or the RFL.
LTA will heads-up coordinate arrivals/overfliers from LTA CTA to LT ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to LT ADC, unless LT ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+LTA -> LT ADC: "via IRSOM for the DGA, TFW"
+LT ADC -> LTA: "TFW, DGA"
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Mackay ADC | +Mackay Tower | +124.500 | +MK_TWR | +
| Mackay SMC | +Mackay Ground | +121.700 | +MK_GND | +
| Mackay ATIS | ++ | 128.000 | +YBMK_ATIS | +
MK ADC is responsible for the Class D airspace in the MK CTR SFC to A010.
Refer to Class D Tower Separation Standards for more information.
+'Next' coordination is not required to MKA for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
Example
+MK ADC -> MKA: "Next, ABC, runway 14"
+MKA -> MK ADC: "ABC, Heading 150 Visual, unrestricted"
+MK ADC -> MKA: "Heading 150 Visual unrestricted, ABC"
The TCU controller can suspend/resume Auto Release at any time, with the concurrence of MKA.
+The Standard Assignable level from MKADC to MKA is the lower of A060 or the RFL.
The controller assuming responsibility of SMC shall give heads-up coordination to MKA prior to the issue of the following clearances:
+MKA will heads-up coordinate arrivals/overfliers from Class C to MK ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to MK ADC, unless MK ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+MKA -> MK ADC: "Via BAVAM for the RNP RWY 32, VOZ1164”
+MK ADC -> MKA: "VOZ1164, RNP RWY 32"
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Moorabbin ADC | +Moorabbin Tower | +118.100 | +MB_TWR | +
| Moorabbin SMC | +Moorabbin Ground | +134.250 | +MB_GND | +
| Moorabbin ATIS | ++ | 120.900 | +YMMB_ATIS | +
MB ADC is responsible for the Class D airspace in the MB CTR SFC to A025.
+
Refer to Class D Tower Separation Standards for more information.
+Runway 04/22 is not to be used as an active runway. Used for emergencies only
+| VFR Approach Point | +RWY 13 | +RWY 17 | +RWY 31 | +RWY 35 | +
|---|---|---|---|---|
| BTO | +Join final 13R | +Join base 17R | +Join downwind 31L | +Join oblique downwind 35L | +
| BAW | +Join base 13R | +Join base 17R | +Join oblique downwind 31L | +Join base 35L | +
| CARR | +Join downwind 13R | +Join downwind 17R | +Join oblique base 31L | +Join final 35L | +
| GMH | +Join downwind 13L | +Join base 17L | +Join oblique base 31R | +Join base 35R | +
| ACE | +Join base 13L | +Join oblique base 17L | +Join base 31R | +Join oblique downwind 35R | +
Circuits are to be flown at A010.
| Runway | +Day | +Night | +
|---|---|---|
| 13L | +Left | +Left | +
| 13R | +Right | +- | +
| 31L | +Left | +- | +
| 31R | +Right | +Right | +
| 17L | +Left | +Left | +
| 17R | +Right | +- | +
| 35L | +Left | +- | +
| 35R | +Right | +Right | +
Departures in to ML TCU Class C airspace require a "Next" call, where ML TCU will provide the cleared level. There is no standard assignable level.
+Example
+MB ADC -> MDS: "Next, SGE"
+MDS -> MB ADC: "SGE, A060"
+MB ADC -> MDS: "A060, SGE"
Departing aircraft will be cleared to leave and re-enter controlled airspace on climb to their assigned level, due to the structure of the Class C airspace around YMMB.
+Example
+MB ADC: "SGE, Cleared to leave and re-enter controlled airspace climbing to A060, no reported IFR traffic. Contact Melbourne Departures on 129.4"
+SGE: "Cleared to leave and re-enter controlled airspace climbing to A060, Departures 129.4, SGE"
ML TCU will heads-up coordinate arrivals/overfliers from Class C to MB ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to MB ADC, unless MB ADC nominates a restriction.
+VFR aircraft will not be coordinated, and will need to receive their airways clearance from MB ADC.
Example
+MDS -> MB ADC: "To the west, PLE, for the NDB-A"
+MB ADC -> MDS: "PLE, NDB-A"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. Use other separation methods, such as holding a departure on the ground, if separation is required with these aircraft.
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Parafield ADC | +Parafield Tower | +118.700 | +PF_TWR | +
| Parafield SMC | +Parafield Ground | +119.900 | +PF_GND | +
| Parafield ATIS | ++ | 120.900 | +YPPF_ATIS | +
+
PF ADC is responsible for the Class D airspace in the PF CTR SFC to A015.
+
Circuits to be flown at A010
| Runway | +Day | +Night | +
|---|---|---|
| 03L | +Left | +Left | +
| 03R | +Right | +- | +
| 21L | +Left | +- | +
| 21R | +Right | +Right | +
| 08L | +Left | +- | +
| 08R | +Right | +- | +
| 26L | +Left | +- | +
| 26R | +Right | +- | +
| VFR Approach Point | +RWYs 03 | +RWYs 21 | +RWYs 08 | +RWYs 26 | +
|---|---|---|---|---|
| OHB | +Join base (or downwind) RWY 21R | +Join base (or downwind) RWY 03L | +Join final RWY 08L | +Join downwind RWY 26R | +
| DMW | +Join downwind RWY 03R | +Join 3NM final RWY 21L | +Join downwind RWY 08L | +Join final RWY 26R | +
Note
+Visually monitor all aircraft to ensure tracking South of Bolivar Strobe, to ensure aircraft remain outside of Edinburgh CTR.
+
+
ATIS broadcast BY DAY shall follow the format:
+RWY 21R (OR 03L) FOR ARRS & DEPS WEST, RWY 21L (OR 03R) ARRS & DEPS EAST
+OR
+RWY 26R (OR 08L) FOR ARRS & DEPS, RWY 26L (OR 08R) FOR CCT TRAINING
ATIS broadcast BY NIGHT shall follow the format:
+RWY 21R (OR 03L) FOR ALL OPERATIONS
The APCH field should include EXP INST APCH when:
+ - the ceiling is at or below A020; or
+ - visibility is less than 5000m
When the aircraft is ready for departure, PF ADC will coordinate with the relevant Class C sector above them for permission to release the aircraft into their CTA.
+Example
+PF ADC -> AAW: "Next, XMM, 03L"
+AAW -> PF ADC: "XMM, Heading 020, unrestricted"
+PF ADC -> AAW: "Heading 020, XMM"
The Standard Assignable level from PF ADC to AD TCU is the lower of A030 or the RFL, any other level must be prior coordinated.
AD TCU will heads-up coordinate arrivals/overfliers from Class C to PF ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to PF ADC, unless PF ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+AAW -> PF ADC: "via PAL, YTS"
+PF ADC -> AAW: "YTS, A010"
Tip
+Remember that IFR aircraft are only separated from other IFR or SVFR aircraft in class D. You should generally be able to issue a clearance for an approach and use other separation methods (visual separation, holding a departure on the ground) if separation is required with these aircraft.
+| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Rockhampton ADC | +Rocky Tower | +118.100 | +RK_TWR | +
| Rockhampton SMC | +Rocky Ground | +121.800 | +RK_GND | +
| Rockhampton ATIS | ++ | 128.500 | +YBRK_ATIS | +
RK ADC is responsible for the Class D airspace in the RK CTR SFC to A010.
Refer to Class D Tower Separation Standards for more information.
+'Next' coordination is not required to RKA for aircraft that are:
+ a) Departing from a runway nominated on the ATIS; and
+ b) Assigned the standard assignable level; and
+ c) Assigned a Procedural SID
Example
+RK ADC -> RKA: "Next, VJE"
+RKA -> RK ADC: "VJE, Track Extended Centreline, Unrestricted"
+RK ADC -> RKA: "Track Extended Centreline, VJE"
The TCU controller can suspend/resume Auto Release at any time, with the concurrence of RKA.
+The Standard Assignable level from MK/RK ADC to MKA/RKA is the lower of A060 or the RFL.
The controller assuming responsibility of SMC shall give heads-up coordination to RKA controller prior to the issue of the following clearances:
+RKA will heads-up coordinate arrivals/overfliers from Class C to RK ADC.
+IFR aircraft will be cleared for the coordinated approach (Instrument or Visual) prior to handoff to RK ADC, unless RK ADC nominates a restriction.
+VFR aircraft require a level readback.
Example
+RKA -> RK ADC: "Via SARUS for the visual approach, VJN”
+RK ADC -> RKA: "VJN, visual approach"
Local Instructions for all Class D towered aerodromes in Australia. For simulation purposes only.
+ + + + + + + + + + + + + + + + + + + + +Local Instructions for all towered aerodromes in Australia. For simulation purposes only.
+ + + + + + + + + + + + + + + + + + + + +| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Albury ADC | +Albury Tower | +123.250 | +AY_TWR | +
| Albury SMC | +Albury Ground | +121.800 | +AY_GND | +
| Albury ATIS | +N/A | +133.850 | +YMAY_ATIS | +
+
AY ADC is responsible for the Class D airspace in the AY CTR SFC to A045.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be available at all levels in the AY CTR. Although AY ADC is not permitted to use surveillance for separation, ELW(BLA) may assist by establishing surveillance separation standards via coordination
+A 'Next' call is made for all aircraft when they are next to depart. AY ADC must inform ELW(BLA) if the aircraft does not depart within 2 minutes of the next call.
+Example
+AY ADC -> BLA: "Next, AM324"
+BLA -> AY ADC: "AM324, Unrestricted"
+AY ADC -> BLA: "AM324"
The Standard Assignable level from AY TWR to ELW(BLA) is the lower of A070 or the RFL, any other level must be prior coordinated.
ELW(BLA) will heads-up coordinate all arrivals/overfliers to AY ADC
+Example
+BLA -> AY ADC: "Via ARRAN1 Arrival, RXA6783”
+AY ADC -> BLA: "RXA6783"
The Standard Assignable level from ELW(BLA) to AY ADC is A080, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Alice Springs ADC | +Alice Tower | +118.300 | +AS_TWR | +
| Alice Springs ATIS | +N/A | +123.000 | +YBAS_ATIS | +
AS ADC is responsible for the Class D airspace SFC to A045, as well as the Class C airspace A045 to A065, within the AS CTR.
+
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be available at all levels in the AS CTR. Although AS ADC is not permitted to use surveillance for separation, ASP may assist by establishing surveillance separation standards via coordination
+Departures from YBAS in to ASP Class C will be coordinated when ready for departure.
+Example
+AS ADC -> ASP: "Next, QFA797"
+ASP -> AS ADC: "QFA797, Unrestricted"
+AS ADC -> ASP: "QFA797"
The Standard Assignable level from AS ADC to ASP is the lower of A070 or the RFL, any other level must be prior coordinated.
ASP will heads-up coordinate all arrivals/overfliers to AS ADC
+Example
+ASP -> AS ADC: "Via SADEL, QFA1956”
+AS ADC -> ASP: "QFA1956"
The Standard Assignable level from ASP to AS ADC is A080, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Broome ADC | +Broome Tower | +123.250 | +BRM_TWR | +
| Broome SMC | +Broome Ground | +121.800 | +BRM_GND | +
| Broome ATIS | +N/A | +133.850 | +YBRM_ATIS | +
+
BRM ADC is responsible for the Class D airspace SFC to A055, as well as the Class E airspace 1200ft AGL to A055, within the BRM CTR.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be available at all levels in the BRM CTR. Although BRM ADC is not permitted to use surveillance for separation, TRT(KIY) may assist by establishing surveillance separation standards via coordination
+A 'next' call is made for all aircraft when they are next to depart. BRM ADC must inform TRT(KIY) if the aircraft does not depart within 2 minutes of the next call.
+Example
+BRM ADC -> KIY: "Next, NWK1653"
+KIY -> BRM ADC: "NWK1653, Unrestricted"
+BRM ADC -> KIY: "NWK1653"
The Standard Assignable level from BRM ADC to TRT(KIY) is the lower of A050 or the RFL, any other level must be prior coordinated.
TRT(KIY) will heads-up coordinate all arrivals/overfliers to BRM ADC
+Example
+KIY -> BRM ADC: "Via CIN, ANO332”
+BRM ADC -> KIY: "ANO332"
The Standard Assignable level from TRT(KIY) to BRM ADC is A060, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Coffs Harbour ADC | +Coffs Tower | +118.200 | +CFS_TWR | +
| Coffs Harbour ATIS | +N/A | +130.300 | +YCFS_ATIS | +
+
CFS ADC is responsible for the Class D airspace in the CFS CTR SFC to A045.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be not available below A028 in the CFS CTR. Although CFS ADC is not permitted to use surveillance for separation, ARL(MNN) or INL may assist by establishing surveillance separation standards via coordination
A 'next' call is made for all aircraft when they are next to depart. CFS ADC must inform INL/ARL(MNN) if the aircraft does not depart within 2 minutes of the next call.
+Example
+CFS ADC -> MNN: "Next, QJE1573"
+MNN -> CFS ADC: "QJE1573, Unrestricted"
+CFS ADC -> MNN: "QJE1573"
The Standard Assignable level from CFS ADC to INL/ARL(MNN) is the lower of A070 or the RFL, any other level must be prior coordinated.
INL/ARL(MNN) will heads-up coordinate all arrivals/overfliers to CFS ADC.
+Example
+INL -> CFS ADC: "Via KADSI, RXA6416”
+CFS ADC -> INL: "RXA6416"
The Standard Assignable level from INL/ARL(MNN) to CFS ADC is A080, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Hamilton Island ADC | +Hamilton Tower | +118.700 | +HM_TWR | +
| Hamilton Island ATIS | +N/A | +128.350 | +YBHM_ATIS | +
+
HM ADC is responsible for the Class D airspace in the HM CTR SFC to A045.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be not available below A031 in the HM CTR. Although HM ADC is not permitted to use surveillance for separation, KEN(SWY) may assist by establishing surveillance separation standards via coordination
A 'next' call is made for all aircraft when they are next to depart. HM ADC must inform KEN(SWY) if the aircraft does not depart within 2 minutes of the next call.
+Example
+HM ADC -> SWY: "Next, QFA797"
+SWY -> HM ADC: "QFA797, Unrestricted"
+HM ADC -> SWY: "QFA797"
The Standard Assignable level from HM ADC to KEN(SWY) is the lower of A050 or the RFL, any other level must be prior coordinated.
KEN(SWY) will heads-up coordinate all arrivals/overfliers to HM ADC
+Example
+SWY -> HM ADC: "Via OPOSI for the RNP-U RWY 32, JST848”
+HM ADC -> SWY: "JST848"
The Standard Assignable level from KEN(SWY) to HM ADC is A060, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Karratha SMC | +Karratha Ground | +123.550 | +KA_GND | +
| Karratha ADC | +Karratha Tower | +127.350 | +KA_TWR | +
| Karratha ATIS | +N/A | +134.550 | +YPKA_ATIS | +
+
KA ADC is responsible for the Class D airspace in the KA CTR SFC to A055.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be available at all levels in the KA CTR. Although KA ADC is not permitted to use surveillance for separation, OLW may assist by establishing surveillance separation standards via coordination
+A 'next' call is made for all aircraft when they are next to depart. KA ADC must inform OLW if the aircraft does not depart within 2 minutes of the next call.
+Example
+KA ADC -> OLW: "Next, NWK694"
+OLW -> KA ADC: "NWK694, Unrestricted"
+KA ADC -> OLW: "NWK694"
The Standard Assignable level from KA ADC to OLW is the lower of A050 or the RFL, any other level must be prior coordinated.
OLW will heads-up coordinate all arrivals/overfliers to KA ADC
+Example
+OLW -> KA ADC: "Via PD, KPG, Overflier”
+KA ADC -> OLW: "KPG, A040"
The Standard Assignable level from OLW to KA ADC is A060, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Sunshine Coast ADC | +Sunshine Coast Tower | +124.400 | +SU_TWR | +
| Sunshine Coast SMC | +Sunshine Coast Ground | +121.100 | +SU_GND | +
| Sunshine Coast ATIS | +N/A | +119.800 | +YBSU_ATIS | +
+
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be not available below A012 in the SU CTR. Although SU ADC is not permitted to use surveillance for separation, INL(NSA) may assist by establishing surveillance separation standards via coordination
Pilots with old simulators/scenery may not have the newer Runway 13/31 config (replacing the old 18/36 config). If a pilot reports this to be the case, try to facilitate their flight as best as possible, whilst giving them lower priority to other traffic. Coordinate as you deem necessary with adjacent units.
+Jet Aircraft planned via MOOLO or TAPET, shall be assigned the Procedural SID that terminates at the appropriate waypoint, unless the pilot indicates they are unable to accept a Procedural SID.
+All other aircraft may be assigned a visual departure, or a standard IFR departure.
+A 'next' call is made for all aircraft when they are next to depart. SU ADC must inform INL(NSA/BUR) if the aircraft does not depart within 2 minutes of the next call.
+Example
+SU ADC -> NSA: "Next, BNZ133, runway 31"
+NSA -> SU ADC: "BNZ133, unrestricted"
+SU ADC -> NSA: "BNZ133"
The Standard Assignable level from SU ADC to INL(NSA/BUR) is the lower of A040 or the RFL, any other level must be prior coordinated.
Where operationally possible, INL(NSA/BUR) will assign a higher level to high performance aircraft during next coordination. This level assignment should be communicated to the aircraft during the takeoff clearance or when they provide a departure report after takeoff.
+Example
+SU ADC: "VOZ924, climb to FL120, runway 31, cleared for takeoff"
+NSA will heads-up coordinate arrivals/overfliers from Class C to SU ADC. Aircraft will be cleared for the coordinated approach prior to handoff to SU ADC, unless SU ADC nominates a restriction.
+Example
+NSA -> SU ADC: "Via ITIDE2W Arrival, QJE1756”
+SU ADC -> NSA: "QJE1756"
The Standard Assignable level from INL(NSA/BUR) to SU ADC is A060, any other level must be prior coordinated.
BN TCU Class G shares a tiny border with SU ADC, however there are no SIDs, STARs, or airways through this gap. The only possible way for an aircraft to directly enter BN TCU's airspace from SU ADC's jurisdiction, is in to Class G, and as such, no coordination is required to BN TCU.
+
+
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Tamworth ADC | +Tamworth Tower | +119.400 | +TW_TWR | +
| Tamworth SMC | +Tamworth Ground | +121.900 | +TW_GND | +
| Tamworth ATIS | +N/A | +123.800 | +YSTW_ATIS | +
+
TW ADC is responsible for the Class D airspace in the TW CTR, as well as the Class C airspace between A045 and A065.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be not available below A034 in the TW CTR. Although TW ADC is not permitted to use surveillance for separation, ARL/MDE may assist by establishing surveillance separation standards via coordination
| South and East of New England Highway - Manilla Rd |
+vs | +040 Radial | +
|---|---|---|
| LLC South of Moonbi township LLC East of Tamworth City |
++ | LLC South of 11 DME | +
| South and East of New England Highway - Manilla Rd |
+vs | +030 Radial | +
|---|---|---|
| LLC East of Tamworth City | ++ | + |
| East of New England Highway | +vs | +168 Radial | +
|---|---|---|
| LLC North of GGO | ++ | LLC North of 14 DME | +
| East of New England Highway | +vs | +180 Radial | +
|---|---|---|
| LLC North of WBH | ++ | LLC North of 25 DME | +
| East of New England Highway | +vs | +190 Radial | +
|---|---|---|
| Always laterally separated | ++ | + |
| Visual fixes | +vs | +ILS 30R | +
|---|---|---|
| LLC South of Duri Township, Round Hill, GGO, and NUN |
++ | + |
| LLC North of DGN - NEM - Tamworth City - MAL via Manilla Rd |
++ | + |
| Visual fixes | +vs | +VOR 12L | +
|---|---|---|
| LLC West of GWT | ++ | + |
| LLC North of DGN - NEM - Tamworth City - MAL via Manilla Rd |
++ | + |
Runway 12R/30L shall be used for:
+Runway 12L/30R shall be used for all other operations.
+ERSA FAC YSTW
Circuits are to be flown in the direction coinciding with the Runway designator (Left/Right) at A024.
A 'next' call is made for all aircraft when they are next to depart. TW ADC must inform ARL/MDE if the aircraft does not depart within 2 minutes of the next call.
+Example
+TW ADC -> ARL: "Next, QLK5D"
+ARL -> TW ADC: "QLK5D, Unrestricted"
+TW ADC -> ARL: "QLK5D"
The Standard Assignable level from TW ADC to ARL/MDE is the lower of A070 or the RFL, any other level must be prior coordinated.
ARL/MDE will heads-up coordinate all arrivals/overfliers to TW ADC
+Example
+MDE -> TW ADC: "Via MOR DCT for the VOR-A, FD272”
+TW ADC -> MDE: "FD272, VOR-A"
The Standard Assignable level from ARL/MDE to TW ADC is A080, any other level must be prior coordinated.
| Name | +Callsign | +Frequency | +Login Identifier | +
|---|---|---|---|
| Woomera ADC | +Woomera Tower | +118.300 | +WR_TWR | +
| Woomera ATIS | ++ | 118.100 | +YPWR_ATIS | +
By default, WR ADC owns the R222F Restricted Area. This airspace has vertical limits of SFC to F120. When WR ADC is active, this airspace is classified as Class D.
Refer to Class D Tower Separation Standards for more information.
+Surveillance coverage can be expected to be available at all levels in the WR CTR. Although WR ADC is not permitted to use surveillance for separation, ASP(WRA) may assist by establishing surveillance separation standards via coordination
+Coordination is not required between WR ADC and ASP(WRA). Aircraft entering ASP(WRA) airspace shall be handed off, and instructed to contact ASP(WRA) for onwards clearance.
+Note
+Additional charts to the AIP may be found in the RAAF TERMA document, available towards the bottom of RAAF AIP page
+Local Instructions for all Procedural Class D towered aerodromes in Australia. A Procedural Tower Endorsement is required to control these aerodromes.
+For simulation purposes only.
+ + + + + + + + + + + + + + + + + + + + +