Sydney TCU Scenario

SYDNEY (YSSY) TCU SIMULATOR

By Tony Brkic

Introduction.

The Sydney Terminal Control Unit (TCU) is an Operations Center that is responsible for the Sydney Terminal Area (TMA) airspace. The TMA steps out to 45nm from the SY VOR and reaches up to FL280. The TCU not only controls traffic in and out of Sydney's Kingsford Smith Aerodrome - YSSY, but also coordinates traffic transgressing the TMA to a number of general and military fields in the Sydney basin.

The following is a brief description of the operations of the Sydney TCU and an attempt to provide a simulation scenario for use with Vic Day's 'ATC Interactive' simulator program.

YSSY - Sydney Kingsford Smith Airport.

YSSY has three runways, two of which, 16L/R are parallel. The third runway is 07 (although is designated 06 in the simulation). The main runway used for Heavy and Medium jets is 16R and is 3962m long. Runway 16L is the shorter of the two, at 2438m caters for turboprop to heavy jets up to A300/B767 size. Runway 07 can handle any size aircraft for arrivals (depending on the crosswind component), but is limited to turboprop departures in the simulation. For the purposes of the simulation, only Runways 16R/L and 07 are active.

Runway	Length	ILS Designator	ILS Frequency	Intercept Distance ILS DME	Intercept Height	Course
07	2529m	ISY	109.9	10.5	3000ft	062°
25	2529m	ISW	109.7	10.0	3000ft	242°
16R	3962m	IKS	109.5	9.2	3000ft	155°
16L	2438m	ISS	110.9	12.4	4000ft	155°
34L	3962m	ISN	110.1	10.5	3000ft	335°
34R	2438m	IKN	109.3	6.3	2000ft	335°

TCU Positions.

Beyond and above the TMA are two en-route centers, Melbourne and Brisbane. These take responsibility for the rest of Australia's upper airspace. The boundary between these two centers dissects the Sydney TMA. Traffic from the South and West are coordinated with Melbourne Center and from the North and East with Brisbane Center. The Sydney TCU is broken into six positions, Approach North and South, Departures North and South and Directors East and West. Approach North will feed traffic inbound from Brisbane Center from the North and East (Pacific Ocean) and hand over to either Director East or West depending on the assigned runway. Likewise, Approach South would feed traffic from Melbourne Center arriving from the southwest to the appropriate Director controller depending upon on the assigned runway.

Director Function.

The Director basically takes responsibility when ACFT are established on the downwind leg for runways 16R/L for traffic from the south and east, or 25nm for traffic from the north. Director West will vector medium to heavy jets for Rwy 16R onto a right hand circuit to intercept the ILS at no more than a 30° heading to the centerline. Medium or heavy jets arriving from the east will usually overfly the SY VOR at A80 or A60 and enter the downwind for a right hand circuit for 16R. The intercept of the 16R ILS is at A30 at approximately 10DME. Director East will vector traffic on a left hand circuit for the intercept of the 16L ILS at A40 and 12DME. This means traffic turning for final approach could be intercepting the 16R ILS with traffic on the adjoining runway that is also intercepting the 16L ILS from the other side, although the ACFT are separated by 1000ft until established on the LLZ (see IVA approaches below).

Director East handles traffic types from turboprops to heavies up to A300/B767 size. Arrivals handed over from Approach South usually overfly the SY VOR at A70 or A50 and are vectored onto a left hand circuit for 16L. Traffic handed over from Approach North are vectored to intercept the 16L LLZ. Once ACFT are cleared for final approach on the respective Rwys, they are transferred to a Tower frequency responsible for that runway.

During periods of light traffic, Rwy 07 becomes the active runway for arrivals. During this period, the two director positions are combined as are the two approach positions. Arrivals from the West are handed over from approach at 20nm. Arrival from the north are also handed over to the director from a similar distance and are then vectored onto final. Easterly arrivals are handed are over to Director once established on either a left or right downwind, usually once it has past abeam the SY VOR.

Independent Visual Approaches (IVA).

The parallel runways are 1525 meters apart, which calls for special procedures for conducting parallel approaches. Pilots must report visual with the runway at first contact with the Director, or as soon as the runway becomes visual, before an IVA can commence. Once traffic is established on the ILS in VMC conditions, it is the pilots responsibility to maintain separation with traffic on the adjacent final by not deviating from the centerline. During IMC conditions, Dependent Visual Approaches are adopted, removing the responsibility from the pilot by separating ACFT by 2nm on adjacent finals, overtaking is not permitted. A new radar installation at YSSY (Precision Runway Monitor or PRM) will shortly allow Independent Parallel Approaches in VMC or IMC conditions, basically allowing ACFT to fly side by side or overtake.

For more information about PRM, visit the following site.

http://www.airservicesaustralia.com/mediainfo/PRM/ILS%20PRM.htm

Airspace Structure.

For the purposes of the simulation, the following is a rough description of the airspace structure. The Sydney CTR zone extends from the SY VOR to 8DME from SFC-FL280. There are pockets of airspace to the North and East of the CTR zone (ie within D8 to D12) between SFC-700 and SFC-A15 that are reserved for light ACFT, this includes the Bankstown aerodrome CTR zone (SFC - A15) and special zones for Sydney Harbor. The TMA then extends from D12 to D20 between A25 to FL280. Between D20 to D30 the TMA extends from A45 to FL280 and D30 to D45 extends from A75 to FL280. The transition altitude used in the simulation is A90.

The exceptions to this is arrivals from the North are facilitated by having lower levels further out by extending the the DME steps. North of the field, D10 to D25 the TMA extends from A25 to FL280, from D25 to D35 extends from A35 to FL280 and from D35 to D45 extends from A75 to FL280.

The Richmond military control zone is situated to the North West of Sydney (SFC-A40). The Sydney TMA in this area (ie above the RIC CTR zone) between D15 and D45, extends from A40 to FL280.

Arrival Procedures.

There are three arrival flows, North, Southwest and East that are defined in five STAR routes in the simulation. The two Southwest routes are the ODALE 2 and RIVET 7 arrivals. The ODALE 2 STAR is typically used by non-jet traffic usually assigned 16L, and overfly the field. The RIVET 7 arrival is for Jet traffic can be assigned either parallel runway. When rwy 07 is in use, traffic is sequenced on these two routes to join finals at the Glenfield Locator (GLF).

Arrivals from the North are funneled between two STARs, BOREE 2 which is for Jet Traffic and CALGA 6, used for turboprops. Traffic from the East are routed via the MARLN 2 arrival. This traffic is typically used by heavy jets, requiring 16R, which will involve an overfly of the field. Some smaller ACFT from nearby Pacific Islands can be vectored for the left runway.

All arrivals are limited to 250kts IAS below FL100. Jet traffic on base leg is limited to 230KTS IAS, non-jet traffic is limited to 240KTS IAS on downwind and 220KTS IAS on base leg.

Aircraft will be assigned the arrival runway, but be warned, all pilots prefer landing on 16R when parallel runways are in use. The reason for this is the taxing distance to the terminal is considerably shorter than landing on 16L. This means, traffic permitting, ACFT assigned for 16L can be reprogrammed for 16R, even up to reaching final approach. Note that 16L can take ACFT type up to B767, so a B767 assigned for 16R can be reassigned 16L to facilitate the arrival flow. Likewise, just because an ACFT is assigned 16L, does not preclude a change to 16R.

Below is a detailed description of the STAR requirements.

ODALE TWO Arrival.

From ODALE track SY 242° radial to GLF NDB then SY VOR. Cross MITSA to be at or below A70, expect radar vectors to final approach.

Sector Entry Point.

Aircraft should be assumed at D45 SY. The Sector Inbound List (SIL) for this traffic will be listed under ODALE.

General Description.

Aircraft are cleared from Melbourne Center to descend to FL130, further decent to A80 is given on first contact. Further decent to A50 is given at D40 with a requirement to be at or below A70 by MITSA (D20 SY). This will also assist with converging traffic on the RIVET 7 arrival. There is a possibility of conflict with departing traffic on the DEENA 1 SID, although this traffic should be above FL100 around the vicinity of MITSA (See DEENA1, KAT/RIC Transition for more detail).

The STAR ends at GLF, although the simulation will continue to direct ACFT on their respective circuits to the ILS using internal points. For 16R arrivals, a turn for the downwind leg commences at the GLF locator. It is recommended that you do not wait for the ACFT to commence the turn, instead issue a command prior to reaching GLF or SY VOR such as "ABC, continue on your current heading through Glenfield / SY VOR". In the simulation this would equate to issuing a current heading command, this way the flight will then depend on your radar vectors to the final approach, this is in fact what happens in reality.

Runway 16L.
After passing overhead the SY VOR, the flight continues on the current heading (for approximately 4nm) before turning left onto 340M to join downwind for 16L. Descent should be progressively given to A40. Approximately D16 NE of the field, a left turn onto 260M for base should be issued At approximately 2-3nm from the 16L centerline, a left turn onto 180/190M to intercept the 16L ILS is issued. If there is no traffic on the 16R approach, the downwind leg can be shortened and a descent to A25 issued, radar vectors to intercept the final approach path at approximately D6 can be issued utilizing the VCA approach option for the final approach.

Runway 16R.
For flights assigned 16R, keep ACFT at A70. After passing D10 (but not beyond D6), issue a left turn onto a heading of 340M for the downwind leg and issue a descent to A60. It is this point that Approach South would hand the flight over to Director West. Progressively issue descent clearances to A40 on downwind until reaching D13 NW of SY. At this point issue a right turn heading 060M for base, descending to A30 on base leg. As the ACFT approaches 2-3nm from the 16R centerline, issue a right turn heading no less than 120M to intercept the 16R ILS. Issue a 'Cleared for ILS 16R' instruction as the ACFT approaches 1nm from the centerline. At approximately D8, when the ACFT is fully established on final, hand over to the Tower can be issued.

Beware of possible conflict with traffic on the RIVET 7 or MARLN 2 arrivals. Traffic should be easily sequenced between the ODALE 2 and RIVET 7 stream assigned for 16R. Traffic on the MARLN 2 will usually pass overhead the SY VOR at A80 or A60, again this traffic needs to be sequenced with ODALE 2 and RIVET 7 arrivals.

Runway 07.
The approach to 07 is basically straight in for this STAR. Descent to A30 is issued taking into account the DME step. Before GLF, issue the clearance to intercept the 07 ILS.

RIVET SEVEN Arrival.

From RIVET track SY 229° radial to BOOGI. Cross TAMMI to be at or below A90. From BOOGI expect radar vectors to final approach.

Sector Entry Point.

Aircraft should be assumed at D45 SY. The Sector Inbound List (SIL) for this traffic will be listed under RIVET.

General Description.

Aircraft are cleared from Melbourne Center to descend to FL130, On first contact further descent to A80 is given with a requirement to be at or below A90 by TAMMI (D20 SY). Further descent to A70 can be issued after passing D30 SY. Possible conflict exists with inbound traffic on the ODALE 2 arrival, sequencing with this traffic may be necessary if the same runway is assigned. The other conflict risk is departures on the DEENA 1 SID (Richmond or Katoomba transition).
Beware of heavy jet departures on the DEENA1.KAT/RIC, this traffic should be climbed above RIVET7 arrivals at the vicinity of BOOGI. The potential conflict is with arriving traffic on the MARLN 2 arrival joining downwind for 16R.

Runway 16R.
Aircraft assigned to 16R should be issued a left turn onto 340M for downwind after passing BOOGI, descent to A60 should also be issued at this time (subject to traffic on the ODALE 2 track). Progressive descent to A40 is given until approximately D13 NW SY, at which point a right turn to 060M and descent to A30 is issued. A turn to intercept the 16R ILS should be given when the ACFT has approached within 2-3nm of the centerline, the heading should be no less than 120M. As the ACFT approaches the 16R centerline, a instruction "Cleared for ILS approach 16R" is given. When the ACFT is fully established on the ILS, transfer to the Tower can be initiated. If traffic is light, a left turn to 020M at BOOGI can be issued, the same vectoring can be given to final from the D11 NW point.

Runway 16L.
Aircraft assigned to 16L will be told to maintain its current heading through the SY VOR at BOOGI, overflying at A70 or A50. After passing the SY VOR (approximately D4), a left turn to 340M is issued, descending to A50 (if not already assigned). At approximately D16 NE SY, a left turn to 260M along with descent to A40 is given for base leg. At approximately 2-3nm from the 16L centerline, a turn to 180/190M is given to intercept the 16L ILS. When the ACFT is 1nm from the intercept, issue a "Cleared for ILS approach 16L" command. It is possible that there will be traffic joining the 16R ILS at A30, so descent below A40 should not be issued until both ACFT are established on their respective LLZ. When the aircraft is fully established on the ILS, usually at approximately D12 SY, hand over to the tower can be initiated.

Runway 07.
Descent clearance is issued to be not below the DME step, aiming to be at A30 before GLF. At TAMMI, issue a left turn to 030M to intercept the 07 ILS, or an instruction can be issued within D30 to track to GLF then the 062 LLZ. When the ACFT is within 1-2nm of the centerline, issue the "Cleared for ILS approach 07" command. The ACFT should be established on the ILS by the Glenfield locator, at which point transfer to the tower is initiated.

BOREE TWO Arrival.

From BOREE track SY 338° radial to BERRO. Cross BERRO to be at or below A80. From BERRO expect radar vectors to final approach.

Sector Entry Point.

Aircraft should be assumed at D45 SY. The Sector Inbound List (SIL) for this traffic will be listed under BOREE.

General Description.

Aircraft are cleared by Brisbane Center to descend to A90, further descent is given to A80 on first contact and then A40 within D35, with a requirement to be below A80 by BERRO (D20 SY). All flights on this STAR are initially assigned 16L, although heavies above B767/A300 require 16R. The only conflict for traffic on this track is with turboprop arrivals on the CALGA 6 arrival, where in almost every case, traffic will be for 16L. It is therefore necessary to sequence 16L arrivals on BOREE 2 with those on the CALGA 6. Speed control may also be required in order to sequence with traffic joining final from base legs between D20 and D10 SY.

Runway 16R
Aircraft assigned to 16R basically have a straight in approach. Descent to A30 is progressively given (subject to the DME step and other traffic) to the FAF. At approximately BERRO (D20), a right turn to 160M (10° right of track) is issued to track along the extended centerline, and also keep separated with traffic for 16L. Aircraft should be at A30 by D15, this is to facilitate traffic joining final for 16L which should be at A40 until established on the LLZ. At approximately D12 SY, a "Cleared for ILS approach 16R" command can be issued. Once the ACFT is established on the ILS, hand over to the Tower should be initiated.

Runway 16L
Aircraft assigned to 16L again have a near straight in approach. Descent is progressively issued to A40, subject to the DME step and other traffic. Between D25 and D20 SY, vectors should be given to intercept the 16L centerline. When on the LLZ (between D20 - D15 SY) a "Cleared for ILS 16L" can be given, actual descent will commence at the ILS intercept point at approximately D12 SY.

Runway 07.
For 07 arrivals, ACFT are given a right turn to 190M at approximately D22 SY, and a progressive descent to A40. When the ACFT has reach a point approximately D11 on R270 SY (or 2nm NW of BK), a left turn to 150M for base is given along with descent to A30. As the ACFT approaches 2-3nm from the 07 extended centerline, a left turn to 090M is issued to intercept the 07 ILS. When the ACFT approaches the centerline, a "Cleared for ILS approach 07" clearance can be given. Hand over to the tower is initiated at the GLF NDB. This of course is subject to arrivals on the ODALE 2 and RIVET 7 STARs, which may require turning the ACFT onto a downwind leg, ie right turn onto 240M, until a gap becomes available. If this eventuates, descent may be limited to A50 to keep the ACFT in controlled airspace should it travel beyond D20 SY.

CALGA SIX Arrival (Non Jet).

From CALGA NDB track SY 350° radial to LANOL. Cross LANOL to be at or below A70. From LANOL expect radar vector to final approach.

Sector Entry Point.

Aircraft should be assumed at D45 SY. The Sector Inbound List (SIL) for this traffic will be listed under CAA.

General Description.

Aircraft are cleared by Brisbane Center to descend to A90, further descent to A80 is issued on first contact and again to A40 at D35 with a requirement to be below A70 at LANOL (D20 SY). All flights on this STAR are initially assigned 16L, and only when traffic permits will a change of runway to 16R will be issued. Descent is progressively given to A40 subject to the DME step and other traffic. Similar conflicts exist with that described for the BOREE 2 arrival.

Runway 16R
After passing LANOL, ACFT assigned to 16R are given a right turn to 190M to intercept the 16R centerline, descent to A30 is also issued. As the ACFT approaches the 16R centerline, an instruction "Cleared for ILS approach 16R" is given. Transfer to the Tower is issued once fully established in the ILS.

Runway 16L.
After passing LANOL, a right turn to 180/190M is issued to intercept the 16L centerline. As the ACFT approached the centerline, a "Cleared for ILS approach 16L" can be given. Transfer to the Tower is issued at approximately D12 SY.

Runway 07.
Descent should be limited to A60 and an instruction to track to the SY VOR after passing LANOL. At approximately D6 SY, a right turn to 240M is given. Descent can be issued progressively to A30 on downwind where at a point D11 on the R270 SY (or 2nm NW of BK), a left turn to 150M for base is given. As the ACFT approaches 2-3nm of the 07 centerline, a left turn to 090M is issued to intercept the ILS. As it approaches the ILS, a "Cleared for ILS approach 07" can be given. Hand over to the Tower is initiated when established on the ILS, usually before GLF. During light traffic periods, or if a gap becomes available on downwind before reaching the point to turn base, a conditional descent to A25 can be given along with an early left turn onto base, then final. An abbreviated approach using the VCA option is issued as the ACFT approaches the LLZ.

MARLN TWO Arrival.

From MARLN track SY 085° radial to WHALE. Cross WHALE to be at or below A80. From WHALE expect radar vectors to final approach.

Sector Entry Point.

Aircraft should be assumed at D45 SY. The Sector Inbound List (SIL) for this traffic will be listed under MARLN.

General Description.

Aircraft are cleared by Brisbane center to descend to A90, with a requirement to be at or below A80 by WHALE (D20 SY). All flights on this STAR are assigned runway 16R, the exception to this is turboprop or Biz Jet traffic that should be assigned the left runway. Potential conflict will exist with departing traffic on the DEENA1 DIPSO transition. Another conflict area is in the vicinity of WHALE where departures on the DEENA1, NOBAR transition and KEVIN1 ENTRA transition will usually cross above arrivals on the MARLN 2.

Runway 16R.
The majority of traffic on this arrival will be heavies from New Zealand and North America that will require 16R. The circuit direction will be a right hand circuit for 16R, which will require overflying the SY VOR at A80 or A60. Overhead the SY VOR, ACFT are given a right turn to 290M, and further descent subject to other traffic. After it has past approximately D5 SY, a further right turn to 340M is issued. At approximately D11 NW of SY, a right turn to 060M and descent to A30 is given for base. As the ACFT approaches 2-3nm of the 16R centerline, a further right turn of 120M is given to intercept the 16R ILS. As the ACFT nears the 16R centerline, a "Cleared for ILS approach 16R" instruction is given. When the ACFT is fully established on the ILS, transfer to the Tower is initiated.

Runway 16L.
Turboprop and Biz Jet traffic (and on some occasions B767s) should be assigned 16L. After passing D30 SY, descent to A60 and a right turn to 290M is issued. The ACFT should be kept at A60 for the next 25 track miles, at which point further descent to A50 is given. As the ACFT reaches a point D14 on the R008 SY, a left turn to 260M is given along with further descent to A40. When it nears the 16L centerline by 2-3nm, issue a left turn to 190/180M to intercept the 16L ILS. As the ACFT reaches 1nm of the 16L LLZ, a "Cleared for ILS approach 16L" command is given. Once the ACFT is established on the ILS, transfer to the Tower can be initiated.

Runway 07.
When runway 07 is in use, circuit direction for MARLN 2 arrivals should be a right hand circuit. Tracking towards the SY VOR with descent to A80 is issued. At approximately D13 SY, a left turn onto 240M along with descent to A60 is given. The ACFT should continue on this downwind leg, maintaining A60 until it has cleared the 16 departure path (departing ACFT will climb to A50), further descent to A40 can then be issued. When the ACFT has reached a point D11 on the R220 SY, a right turn onto 330M with descent to A30 is given. As it approaches 2-3nm from the 07 LLZ, a right turn to 030M is given to intercept the 07LLZ. As the ACFT nears the ILS, a "Cleared for ILS approach 07" is given. When it is fully established on the ILS, transfer to the Tower can be initiated. Of course there may be other traffic that may impede this intercept for final, in which case an extended downwind may be necessary, if this is the case, keeping the ACFT above A50 will be required if it travels beyond D20 SY.

DEPARTURE PROCEDURES.

The majority of departures in the simulation are from the parallel runways, with some turboprop traffic departing from 07. Runway 16R is typically used for departures to the south and west, with 16L used for departures to the north and east. The only exception is for long haul heavy traffic to the north, which uses 16R. Departure tracks are separated by jet and non jet SIDs, along with pure radar transition departures which has the controller assume responsibility for vectoring the flight to the exit point.

Sydney utilizes speed control on departures, which is not above 250KIAS below FL100, although the simulation does not impose this automatically. Jet ACFT will be issued a climb to A50 as part of the SID clearance, with turboprop limited to A30. Once airborne, between A08 and A15, the ACFT can be assumed, with climb clearance given to FL280 (or Flight Planned Level) subject to traffic.

Hand over to en-route is made at D30 SY or after passing FL170, which ever comes first. For departures to the west (ie DEENA1.KAT/RIC transitions, or SYD1 Runway 16R departure), transfer is made to a Departures west frequency at D15 SY, this is usually done once the ACFT is established on track to either KAT or RIC.

Below is a description of the SID requirements.

RUNWAY 16R - DEENA ONE RIC/KAT Transition.

Once airborne track 155°, after passing A08 turn right to DUNES, from DUNES track to DEENA (D10 SY). From DEENA or after passing A60, turn right to tack to GLF NDB. For the RIC transition, at GLF turn right to 324M for Richmond. For the KAT transition, at GLF turn left 283M for Katoomba.

General Description.

On initial contact the ACFT can be issued a climb to FL280 (or Planned Flight Level if lower). The only limitation would be potential conflicts with arriving traffic on the RIVET 7, ODALE 2 in the vicinity of BOOGI\MITSA - GLF. Another area of conflict is on MARLN 2 for 07 arrivals, where climb is limited to A50 until passing beneath the traffic on downwind for 07, and then a climb to pass above this downwind track on its way towards GLF. For B737 to B767 class, this normally would not be a problem as the high climb performance will have these ACFT well above the above mentioned traffic. Beware of heavy laden B747s bound for Southeast Asia and Japan, this traffic should be given radar vectors to ensure the ACFT has reached a height above the arrival tracks. There is also a possible conflict with non jet departures on the CLIFF 2 track, in which case the non jet traffic must be kept low until passing the DEENA - GLF track.

It is possible that the simulation can send two consecutive ACFT off on the same SID, for example a B737 followed by a B747 on the RIC transition. If this occurs, a number of options are available including speed restriction on the B747 below FL100 (although not advisable). A step climb could also be imposed on the following B747, or an instruction to cancel the SID before DEENA and keeping the B747 on its current heading. This will introduce further separation, eg 15nm, before turning the B747 towards RIC or even Mudgee (MDG ). An option to turn the following traffic left over the SY VOR - RIC can be given subject to 16L departures.

In almost all cases, once an aircraft has reached the DEENA point, direct tracking to either KAT or RIC can be issued. Hand over to the Sydney West departures can occur once the departing traffic is established on track towards KAT/RIC.

RUNWAY 16R - DEENA ONE WOL Transition.

Once airborne track 155°, after passing A08 turn right to DUNES, from DUNES track to DEENA (D10 SY). From DEENA track to KAMPI (D13 SY) then turn right to track direct to Wollongong.

General Description.

There are no significant conflicts on this track, aircraft can be cleared to FL280 (or Planned Flight Level if lower) on initial contact. Direct tracking to WOL can be issued after passing DEENA. Hand over to Melbourne Center is initiated after passing FL170 or at D30 SY, which ever comes first.

RUNWAY 16R - DEENA ONE ENTRA Transition.

Once airborne track 155°, after passing A08 turn right to DUNES, from DUNES track to DEENA (D10 SY). From DEENA track to KAMPI (D13 SY) then turn left and track to ENTRA (D34 on R038 SY).

SPECIAL REQUIREMENT: FOR ACFT CLEARED VIA ENTRA-WLM
REACH FL180 BY D47 SY
REACH FL220 BY D60 SY
REACH FL270 BY D90 SY
IF UNABLE TO COMPLY ADVISE ATC. DEP

General Description.

On initial contact, a climb to FL280 (or Planned Flight Level if lower) is issued subject to traffic. There are a number of potential conflicts on this track, one of which is with departures on the runway 16L KEVIN 1 SID. The left turn at KAMP to track towards ENTRA will have the ACFT cross the KEVIN ONE track in the vicinity of KEVIN. Climb restriction may be required for the KEVIN ONE traffic, from KAMPI a left turn to 120M then clearance to track direct to ENTRA is given once cleared of 16L departures. The other possible area of conflict is with MARLN TWO arrivals, although this is unlikely as the departure ACFT should be well above the arriving traffic at this point.

Hand over to Brisbane Center can be initiated once passing FL170 or at D30 SY.

RUNWAY 16R - DEENA ONE NOBAR/DIPSO/EVONN/CAWLY Transition.

Once airborne track 155°, after passing A08 turn right to DUNES, from DUNES track to DEENA (D10 SY). From DEENA track to BULGO (D15 SY) then turn left and track to NOBAR (D20 on R058 SY), DIPSO (D45 on R075 SY), EVONN (D45 on R095 SY), CAWLY (D45 R107 SY) OPTIC (D45 on R114 SY).

General Description

On initial contact, a climb to FL280 (or Planned Flight Level if lower) can be issued subject to traffic. Like the DEENA ONE ENTRA transition, the same conflicts exits with the KEVIN ONE SID and MARLN TWO STAR. ACFT tracking to DIPSO are more likely to conflict with MARLN TWO arrivals, and height limitations may be imposed on both arriving and departing traffic until cleared. There is generally no conflict with departures on the OPTIC track.

Hand over to Brisbane Oceanic Center can be initiated once passing FL170 or at D30 SY.

RUNWAY 16R - CLIFF TWO SHELLYS Transition (Non Jet).

Once airborne track 155°, after passing A06 turn right to intercept the SY R195 to CLIFF. From CLIFF track 227° to CORDO, then SHELLYS (SLS).

General Description

On initial contact, climb to assigned level can be issued. There is a potential conflict with traffic on the DEENA ONE SID and MARLN TWO START, in which case climb may be restricted until passing the conflict.

Hand over to Melbourne Center can be initiated once passing FL170 or D30 SY.

RUNWAY 16R - SYDNEY ONE Radar Transition.

Once airborne track 155°, expect radar vectoring to join en-route track.

General Description

The simulation will mainly have turboprops programed via RIC using this SID. A turn to the right onto 230° after passing A15 is recommended followed by further climb to A40, when passing abeam GLF a right turn direct to KAT/RIC can be issued. Climb to assigned level can be issued once the ACFT has cleared the RIVET SEVEN and ODALE TWO arrival tracks. The XPT for these departures will be listed as DEENA, although hand over is described below.

Hand over to Departures west can be initiated after passing north of the R262 SY.

RUNWAY 16L - KEVIN ONE ENTRA Transition.

Once airborne track 155°, after passing A05 turn left to intercept the R128 to KEVIN. From KEVIN turn left 080°, after passing FL100 turn left and track to ENTRA.

SPECIAL REQUIREMENT: FOR ACFT CLEARED VIA ENTRA-WLM
REACH FL180 BY D47 SY
REACH FL220 BY D60 SY
REACH FL270 BY D90 SY
IF UNABLE TO COMPLY ADVISE ATC. DEP

General Description

On initial contact, climb to FL280 (or Planned Flight Level if lower) can be issued subject to traffic. Potential conflict exists with the DEENA ONE east/northbound traffic, where climb restrictions may be necessary. ACFT must be above FL100 by KEVIN before a turn to ENTRA is permitted, if this is not achievable before KEVIN, a left turn to 080° should be issued, on passing FL100 a left turn to ENTRA can be given. Another potential conflict also exists with MARLN TWO arrivals, although the departing traffic should be safely above this traffic by the time it crosses the MARLN track.

Hand over to Brisbane Center can be initiated once passing FL170 or at D30 SY.

RUNWAY 16L - KAMBA THREE WMD/WLM Transition (Non Jet).

Once airborne track 155°, after passing A05 turn left 080° until D7 SY, then turn left to 360° to intercept the SY R013 tracking to SHORE thence KAMBA (D30 on R013 SY). Then track to Williamtown (WLM) or West Maitland (WMD).

General Description

On initial contact climb to A50 is given until passing north of the MARLN TWO tack, where further climb to the assigned level can be issued. There may also be a need to sequence departing traffic off 07 on the KAMBA THREE. Beware of traffic on a downwind leg for 16L.

Transfer to Brisbane Center can be initiated at D25 SY, ie 5nm south or KAMBA.

RUNWAY 16L - SYDNEY ONE Radar Transition (Non Jet).

Once airborne track 155°, expect radar vectoring to join en-route track.

General Description

The simulation will mainly have turboprop ACFT assigned on this SID and will be transiting via NOBAR. Once airborne, climb to the assigned level can be issued subject to traffic. A turn left to track direct to NOBAR can be issued after passing A30. There will be potential conflict with KEVIN ONE and DEENA ONE departures, and also with MARLN TWO arrivals.

Transfer to Brisbane Oceanic Center can be initiated at NOBAR.

RUNWAY 07 - KAMBA THREE WMD/WLM Transition (Non Jet).

Once airborne track 062° until passing A05, then turn left to intercept the SY R040. At D5 SY and after passing A20 turn left onto 360° to intercept the SY R013 tracking to SHORE thence KAMBA (D30 on R013 SY). Then track to Williamtown (WLM) or West Maitland.

General Description

On initial contact climb to A70 is given until passing north of the MARLN TWO tack, where further climb to the assigned level can be issued. There may also be a need to sequence departing traffic off 16L on the KAMBA THREE. Beware of traffic on a downwind leg for 16L.

Transfer to Brisbane Center can be initiated at D25 SY, ie 5nm south or KAMBA.

GENERAL NOTES.

Wind Setting.
As the exercise is simulating a runway mode which requires landing and departures to the south and east, it is advisable to set the Wind From option as 160° at 05KTS.

Monitor Settings.
It is advisable to have two radar windows open to full screen so that one can toggle between the two windows. Zoom into the first window so that the top of the 45nm arc sits just below the top of the screen, BIK should be situated on the left hand edge in the West, and a 14nm distance from MARLN to the right hand edge of the screen in the East. This way, all arrival points can be viewed, although the BOREE TWO and CALGA SIX traffic will appear on screen around the point that they need to be assumed. The second window should be a zoomed view of the area around the field. This would be the Director's view and used to vector traffic onto the final approach path. This window should be zoomed to a point where there is 27nm from the SY VOR to the top of the screen, having KAMPI point visible to the south.

Any comments or suggestions will be more than welcomed.

Disclaimer.

The information provided on this page is for use with this simulation only, and does not represent any operational procedures used by ATS at Sydney.

Latest Update - 30th January 2005.

The exercise has been enhanced to now include all runway operations at Sydney. I hope to be providing a description for R34A/D operations soon. The description provided above is valid when selecting Option 1 on the generator program (R16 A/D).

Update - 14th January 2005.

I've finally fixed the alignment (or positioning) of all runways so that the FAF point aligns with the extended centerline. It may not be perfect, although I thing this will be as good as it gets.

Update - 24th September 2004.

I have corrected the alignment of the RWY16R/L ILS, which was previously off by a few degrees. Also included is information depicting the lower limit of Class C airspace in the TMA.

I've attempted to update the traffic database with current flight numbers. The old file had Ansett and its subsidiary airlines.

Bug:
If vectoring departing ACFT with KAT as an exit point, you will find that the 'Direct To' command will not display KAT when issuing an instruction to tract direct to KAT. I've added a screen display option that permanently displays KAT, NOBAR, and ENTRA in Red (done this so that the 'POINTS' can be deselected and only these points are displayed on the monitor). If you find that KAT disappears from the 'Direct To' command, just point to KAT and issue the command. You can select this screen option and deselect 'POINTS' so not to clutter the screen.

Author :
Tony Brkic
email abrkic@ozemail.com.au
http://www.ozemail.com.au/~abrkic/yssy/yssy.htm