SOCAL Approach LAX Approach

POC: Facility Advisory Board	Date: 2008-04-10
Code: ZLA-205	Version: 2.23

1. PURPOSE.

This Standard Operating Procedure (SOP) outlines the procedures to be used by controllers working LAX Approach to ensure that arrival flows are handled in as efficient and timely a manner as possible. By specifying standard handoff points, and arrival routes, coordination between SOCAL Approach and ZLA Center sectors may be greatly reduced.

2. ROLES AND RESPONSIBILITIES.

The Office of Primary Responsibility (OPR) for this SOP is the ZLA Facility Advisory Board. This SOP was originally signed by David Hendleman, LAX TRACON Lead, on 9/29/01. This SOP shall be maintained, revised, updated or cancelled by the ZLA Facility Advisory Board or any organization that supersedes, replaces or assumes the FAB responsibilities. Any suggestions for modification/amendment to this SOP should be sent to the FAB for review.

3. DISTRIBUTION.

This SOP is intended for use by controllers staffing LAX Approach at SOCAL TRACON, as well as controllers working at SOCAL Approach positions interfacing with LAX Approach.

4. BACKGROUND.

Over time, controllers have found that having aircraft arrive via pre-approved arrival routes, either by STAR’s (Standard Terminal Arrival Routes) or via vectors through pre-determined arrival “gates”, provides for a more orderly traffic flow, and reduces the need for communication between LAX Approach and other SOCAL TRACON and ZLA Center positions. It is also vitally important that all facilities understand what an airplane is going to do (i.e., what altitude he has been cleared to) when he approaches an adjacent controller's airspace. These procedures outline what instructions pilots will be issued as they go from controller to controller.

5. REQUIREMENTS.

a. Frequency:

LAX Approach shall use 124.5 as its frequency if no sub-sectorization of the LAX sector is in effect.

If sub-sectorization of LAX Approach is in effect, the following frequencies will be used:

LAX_N_APP 128.5

LAX_S_APP 124.9

LAX_W_APP 124.5

LAX_FE_APP 124.05 (see separate SOP)

LAX_DEP 124.3 (see separate SOP)

b. Airspace:

Normal Operations – During normal operations, with LAX Departure closed, LAX Approach shall own the entire airspace labeled LAX APP on the TRACON Graphic, labeled “LAX”, plus that airspace labeled “DEP”.

Normal Operations Sectorized – During normal operations, if traffic volume warrants sub-sectorization, the first position to open should be LAX_DEP. If traffic volume still warrants sectorization, LAX Approach is divided into LAX_N_APP and LAX_S_APP. North Approach handles the 24R localizer, and South Approach handles the 25L localizer. See below for a discussion of the “no transgression zone” (NTZ). If North Approach gets too busy to handle traffic west of SMO, LAX_W_APP should open to merge VTU.SADDE6 and FIM.SADDE6 traffic. LAX_W_APP owns a shelf above the western area of BUR_APP from 10,000 to 13,000' inclusive, and a shelf from 7000-13,000 above the northern portion of LAX_DEP as shown on the diagram. Optionally, LAX_W_APP can combine with LAX_DEP and handle all arrivals until SMO VOR, and all departures.

East Operation – During east operations, with LAX Departure closed, LAX Approach shall own the entire airspace depicted on the TRACON Graphic, labeled “LAX”, plus that airspace labeled “DEP”. If LAX Departure is open, LAX Approach shall own all of the above airspace, with the exception of the airspace within 3 NM on either side of the prescribed departure routings in section “f” of the LAX Departure SOP within the airspace depicted on the TRACON Graphic, labeled “LAX” located to the east of the red-dashed line dividing the LAX airspace into east and west sectors. LAX Departure has a permanent pointout for all arrivals along the routings described in section “f”, and needs only to coordinate requests to deviate from these arrival routes.

East Operations Sectorized – During east operations, if traffic volume warrants sub-sectorization, the first position to open should be LAX_DEP. If traffic volume still warrants sub-sectorization, LAX Approach is divided into LAX_N_APP and LAX_S_APP. North Approach handles the 6L localizer, and South Approach handles the 7R localizer. LAX Feeder handles traffic from the Feeder sector to the shoreline, with the exception of the airspace owned by LAX Departure. If traffic east of the shoreline warrants additional sub-sectorization, LAX_W_APP shall open as LAX_E_APP on frequency 124.5 and shall own all non-departure LAX Approach airspace east of the shoreline except for the Feeder sector.

c. Special Instructions:

1. Aircraft filing "NO STAR" (or those that have not filed for an approved STAR) shall be vectored as if on one of the following approved STAR’s, so that all traffic passes through the approved arrival gates.

2. The procedures outlined below assume that all sectors and sub-sectors are open. If any are closed, the controller owning the airspace in question acts according to the SOP for aircraft in his sector.

3. All aircraft checking in without indicating that they have the current weather must be issued current weather at their destination airport, and the type of approach to expect.

4. Unless the wake turbulence application would dictate a larger in-trail separation, once established on the LAX 25L, 24R, 6L, or 7R localizers, and within 10 miles, SOCAL Approach may use the minimum in-trail separation standard of 2.5 miles.

5. Simultaneous visual approaches to LAX may be initiated in accordance with 7110.65 Section 7-4. Simultaneous visual approaches must be handled differently depending upon the distance between parallel runways, which at LAX are separated by the following:

Runways 25L and 25R – 600 feet

Runways 24L and 24R – 600 feet

Runways 25L and 24R – 6000 feet

Runways 25R and 24L – 4600 feet

The following rules summarize 7110.65 Section 7-4 as it pertains to LAX:

Runways separated by less than 2500 feet (24L/R or 25L/R) – Unless standard separation is provided by ATC, an aircraft must report sighting a preceding aircraft making an approach (instrument or visual) to the adjacent parallel runway. When an aircraft reports another aircraft in sight on the adjacent final approach course and visual separation is applied, controllers must advise the succeeding aircraft to maintain visual separation. However, do not permit a heavy/B757 aircraft to overtake another aircraft. Do not permit a large aircraft to overtake a small aircraft.

Runways separated by more than 4300 feet (between 25L/R and 24L/R) – Standard separation is maintained until one of the aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance

6. Approaches to both LAX and Hawthorne can be conducted simultaneously. This allows controller to sequence multiple arrivals into LAX and Hawthorne side-by-side. Aircraft must be provided a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation until established on final approach courses.

d. Normal Operations:

1. SADDE6 arrivals are received from LAX_A_CTR with instructions to cross SYMON at and maintain 12000 (and speed restriction if necessary), or VTU at and maintain 11000 (and speed restriction if necessary). These arrivals must be kept above BUR_APP airspace and descended by LAX_W_APP to cross SMO at or above 7000. LAX_W_APP must hand these arrivals off to LAX_N_APP in time to have LAX_N_APP speaking with them well before the SMO VOR. LAX_N_APP then usually instructs the SADDE6 arrivals to descend to 2500 after SMO. The restriction at SMO ensures that the aircraft do not descend into the GMN4 departures, which are being routed underneath the arrivals by LAX_DEP. The altitude restriction is also to ensure that aircraft remain inside the Class B airspace. LAX_N_APP puts the SADDE6 arrivals on a heading to parallel the 24R localizer (usually 070) after SMO for a vector to the 24R final approach course, and then when abeam HUNDA, vectors them onto the localizer. Note that if LAX_N_APP anticipates the need to extend an aircraft’s downwind past HUNDA, give a descent to 4000 feet, and then vector onto the localizer level at 4000 abeam GAATE. (see instructions pertaining to simultaneous parallel approaches and the NTZ below).

Note: A prearranged pointout has been established with LAX APP to climb GMN4 departures above 6,000 if the SADDE6 stream is clear, see the pointout SOP for details.
Note: West approach has a permanent pointout with Burbank sector for aircraft on the SADDE6 arrival between 12000 and 13000’, see the pointout SOP for details.

2. RIIVR1 arrivals are received from LAX Feeder sector descending via the RIIVR1 arrival, expecting an ILS approach to the runway shown in the datatag (using the "I5L" symbology). Typically, if there is no anticipated downstream conflict, these aircraft are cleared for the approach from the appropriate IAF.

3. SEAVU1 arrivals are received from LAX Feeder sector descending via the SEAVU1 arrival, expecting ILS approach to the runway shown in the datatag (using the "I5L" symbology). Typically, if there is no anticipated downstream conflict, these aircraft are cleared for the approach from the appropriate IAF.

4. The KIMMO2 arrival is for non-turbojet aircraft only, except for the PMD transition to KSMO. LAX_B_CTR usually hands these aircraft first to BUR_APP, who descend them to 7000 and hand them to LAX_N_APP to be sequenced in among the SADDE arrivals. Keep in mind that these aircraft will generally be slower than the turbojets inbound on the SADDE stream.

5. SLI VOR arrivals will be instructed by SNA_APP to cross SLI at 7000 and 210 knots, expecting the ILS 25L apch. LAX APP has control for turns on LAX arrivals between 300 clockwise to 020 and control for descent to 3,500 after the aircraft has crossed the SLI VOR (see instructions pertaining to simultaneous parallel approaches and the NTZ below).

6. Missed approaches should be instructed to fly the published missed approach, and climb to 2000. They must not climb higher than 2000 (as published) to prevent penetration of the Los Angeles Special Flight Rules Area (SFRA). If they do not have the published missed approach plate, they should be instructed to "FLY RUNWAY HEADING, MAINTAIN 2000". They will be handed off directly to LAX Departure when over the departure end of the runway by LAX_TWR.

e. Noise Abatement:

1. After midnight (local time) LAX_DEP usually closes due to low volume of aircraft. If weather is VFR, and sustained wind is less than or equal to 10 KTS from the west, opposite direction arrivals and departures begins. Inbound aircraft use the REDEYE2 or MOORPARK3 arrivals and are sequenced for runway 6L. Departures use runway 25L.

2. REDEYE2 arrivals will be handed off from LAX_FE_APP descending via the REDEYE2 arrival, expecting ILS 6L. After crossing SMO these arrivals should be descended to 5000 and merged onto the 6L localizer with the Moorpark3 arrivals.

3. MOORPARK3 arrivals are received from LAX_A_CTR having received instructions to cross PAULA at and maintain 11000 (and speed restriction, if necessary). These arrivals will need to be quickly descended to 6000, and merged with the REDEYE2 arrivals onto the 6L localizer.

f. East Operations:

1. BASET3 arrivals are received from LAX_FE_APP descending via the BASET3 arrival, expecting ILS 7R. These aircraft are further sequenced and separated, as necessary, by LAX_E_APP if open, and after REEDR are placed on a heading of 210 and descended to 6000. Once sufficiently south of the 7R localizer, they are usually turned to a heading of 250 to parallel the 7R localizer, descended to 2500, and turned onto the localizer (Note: Moorpark arrivals being vectored onto the 6L localizer will usually be level at or above 3500 until established, therefore 2500 or below is mandatory prior to turning onto the localizer to preserve separation if the sector is split into North and South Approach). Departures will climb under the BASET3 arrivals, and will be altitude restricted until well clear.

2. MOORPARK3 arrivals are received from LAX_A_CTR having received instructions to cross PAULA at and maintain 11000 (and speed restriction, if necessary). These arrivals will need to be quickly descended to 6000 by WAKER, and then descended to at or above 3500 after WAKER (Note: Baset 3 arrivals, and other traffic being vectored onto ILS 7R will be at or below 2500, therefore at or above 3500 is mandatory prior to turning onto the localizer to preserve separation if the sector is split into North and South Approach).

3. OCEAN2 arrivals will be handed to you from SNA_APP who will have them level at 12000. These arrivals must be descended and merged with the BASET3 arrival stream.

4. Missed approaches should be instructed to fly the published missed approach, and climb to 2000. They must not climb higher than 2000 (as published) to prevent penetration of the Los Angeles Special Flight Rules Area (SFRA). If they do not have the published missed approach plate, they will be instructed to "FLY RUNWAY HEADING, MAINTAIN 2000". They will be handed off directly to LAX Departure when over the departure end of the runway, by LAX_TWR.

g. Low Altitude Operations:

TEC Routes are low altitude routes beginning and ending entirely within the Low Altitude Enroute structure. These routes are requested by pilots or assigned by ATC, and allow pilots to fly along pre-determined standardized routes which optimize traffic flow within Southern California. Aircraft on these routes will remain entirely within the TRACON structure, and will need to be handed from one TRACON controller to another prior to exiting your airspace. Some TRACONs may be closed during such a flight, in which case the aircraft should be handed off to the most appropriate controller for that particular area.

h. The NTZ and simultaneous approaches:

The No Transgression Zone

The no transgression zones can be displayed in the sector file by selecting "LAX WEST OPS NTZ COMPLEX" or "LAX EAST OPS NTZ COMPLEX." The centerlines are displayed for the primary landing runways and each centerline marking is one mile long. The fine dashed line between the centerlines marks the no transgression zone. The capture boxes are marked as lines running perpendicular to the final approach courses.

In the real world, two separate controllers, called “final approach monitors”, one for each localizer, monitor this protected area. Each monitors the progress of aircraft on its respective localizer. Each has radio transmit override capabilities. If an aircraft has infringed upon the NTZ, the “final approach monitor” informs the pilot, and assigns a heading to rejoin the localizer. If an aircraft has strayed off of the localizer, but away from the NTZ, the final approach monitor is not permitted to give a heading to re-join the localizer, but must instead vector the aircraft away from the NTZ and hand off to approach for re-sequencing. For the purposes of VATSIM, this shall apply to LAX_N_APP and LAX_S_APP, who shall not vector aircraft back onto the localizer if straying away from the NTZ, but will instead vector the aircraft away from the localizer, and then east for re-sequencing.

Simultaneous ILS Approaches

Simultaneous ILS approaches are authorized between one of runways 25L/R and one of runways 24L/R, or one of runways 6L/R and one of runways 7L/R. Technically simultaneous ILS approaches are ONLY authorized when the “final approach monitor” positions are manned. For the purposes of VATSIM, we always consider these two positions manned, even if they are not.

Simultaneous ILS approaches are not authorized until aircraft are abeam the point where the depiction of the NTZ begins. Traffic on the two localizers must be kept separated according to standard terminal IFR separation standards until reaching the NTZ.

Vectoring Onto the 24L/R and 25L/R Localizers

During busy times, it is common for one controller to work traffic to the 24L/R localizers, and another to the 25L/R localizer. For this reason, it is imperative that a standardized vectoring algorithm be adhered to, so that each controller knows what airspace is protected, and in order to prevent an errant aircraft from encroaching upon aircraft under the control of the opposite controller. Toward this end, SOCAL Approach uses standard ILS intercept altitudes. It is critical that all controllers learn, and adhere to the rules for vectoring onto the localizers at LAX.

Aircraft being vectored onto the localizers should intercept the localizers just east of either of the two “capture boxes”. These “capture boxes” are depicted in the sector file, as discussed above.  Aircraft being vectored onto the localizer, must respect the following altitudes before coming within 3 miles of the localizer:

From the NORTH, to the WEST capture box – at or below 2500
From the SOUTH, to the WEST capture box – at or above 3500
From the NORTH, to the EAST capture box – at or below 4000
From the SOUTH, to the EAST capture box – at or above 5000

This keeps any aircraft that cross over the localizer at least 1000 feet vertically separated.

Vectoring Onto the 6L/R and 7L/R Localizers

Aircraft must be vectored to intercept the localizers at or outside of the capture box depicted for east operations.

Aircraft being vectored onto the 6L/R localizer must be kept at or above 3500 until established on the localizer.
Aircraft being vectored onto the 7L/R localizer must be kept at or below 2500 until established on the localizer.

i. Santa Monica Arrivals:

1. Burbank sector handles all Santa Monica aircraft executing the VOR-A approach. Burbank sector shall obtain a pointout from North approach prior to giving approach clearance. No visual approaches are authorized from this time until Santa Monica Tower advises wheels down unless visual separation is applied. North approach must approve this pointout prior to approach clearance being given by Burbank sector.

2. North approach shall advise Burbank sector prior to clearing any aircraft for a visual approach into Santa Monica.

3. North approach shall obtain a pointout from SoCal Departure prior to clearing any aircraft for a visual approach into Santa Monica. Departure must approve this pointout prior to approach clearance.

4. Santa Monica Tower shall advise wheels down for all IFR arrivals to North Approach.

j. Hawthorne Arrivals:

1. South approach shall obtain a pointout from SoCal Departure prior to clearing any aircraft for any approach into Hawthorne. Departure must approve this pointout prior to approach clearance. Departure must be advised what approach the aircraft is executing. Only 1 aircraft may be on approach to Hawthorne at a time unless visual separation is applied.

2. Hawthorne Tower shall advise wheels down for all IFR arrivals to South Approach.

k. Delegation of airspace for Santa Monica Tower.

1. During times when Santa Monica Tower is not staffed the responsibilities of Santa Monica will be delegated in the following manner.

All aircraft transitioning through Santa Monica Airspace heading toward Los Angeles shall be handled by Los Angeles Tower. If Los Angeles Tower is not online, the controller responsible for Los Angeles Tower shall handle transitions. Los Angeles Tower shall ensure that transitioning aircraft remain clear of the traffic flows of Santa Monica, it is recommended that transitioning aircraft are instructed to over fly Santa Monica airport at 2500’. Los Angeles Tower may permit these operations as long as the aircraft are preceding either direct to Santa Monica Airport or from the airport along the miniroute at 2500 or above, these transitions need not be coordinated.

All other responsibilities shall be delegated to the following controllers, in the order that they are online.

SoCal Approach (North)
SoCal Approach (Combined)
Los Angeles Center

l. Delegation of airspace for Hawthorne Tower.

1. During times when Hawthorne Tower is not staffed the responsibilities of Hawthorne Tower will be delegated in the following manner.

All aircraft transitioning through Hawthorne Airspace heading toward Los Angeles shall be handled by Los Angeles Tower. If Los Angeles Tower is not online, the controller responsible for Los Angeles Tower shall handle transitions. Los Angeles Tower shall ensure that transitioning aircraft remain clear of the traffic flows of Hawthorne, it is recommended that transitioning aircraft are instructed to over fly 2 miles West of KHHR at 2500’. Los Angeles Tower may permit these operations as long as the aircraft are preceding either direct to this point or from the airport along the miniroute at 2500 or above, these transitions need not be coordinated.

All other responsibilities shall be delegated to the following controllers, in the order that they are online.

SoCal Approach (South)
SoCal Approach (Combined)
Los Angeles Center

m. Coliseum VFR transition

1. Northbound transition aircraft shall be received to South approach by Coast sector at 8500’. These aircraft will track the VNY125 Radial to VNY and should be handed off the North approach when appropriate. No routing instructions should be necessary.

2. North approach shall terminate radar services of these aircraft when clear of the Bravo unless requesting flight following. Aircraft requesting flight following should be handed off to Burbank sector.

3. Southbound transition aircraft shall be received to North approach by Burbank sector at 9500’. These aircraft will track the VNY125 Radial outbound and should be handed off the South approach when appropriate. No routing instructions should be necessary.

4. South approach shall hand northbound transitions off to Departure sector. No routing instructions should be necessary.

n. Hollywood Park VFR transition

1. Northbound transition aircraft shall be received to north approach by departure sector. These aircraft will track the VNY140 radial to VNY. North approach shall terminate radar services of these aircraft when clear of the Bravo unless requesting flight following. Aircraft requesting flight following should be handed off to Burbank sector.

2. South sector will not talk to these aircraft. Departure sector has a prearranged pointout for these aircraft through South sector so long as an automated pointout is performed at least one minute prior to the aircraft entering S_APP airspace. See the pointout SOP for details.

3. Southbound transition aircraft shall be received by north approach from Burbank sector. These aircraft will track the VNY140 radial outbound. These aircraft should be handed off to departure sector. Due to the short time that these aircraft are in south approach airspace these aircraft should not talk to south approach, a prearranged pointout exists for this purpose; see the pointout SOP for more information.

o. Shoreline VFR transition

Shoreline transition aircraft may penetrate North approach near SMO. A prearranged pointout is approved to departure sector for this purpose, see the pointout SOP for details.

p. Additional comments:

1. LAX_APP is affected by several permanent and prearranged pointouts, see the pointout SOP for more details.

2. During west ops, LAX_APP handles departures out of FUL and arrivals into FUL and HHR.

3. Except when remaining entirely within LAX Tower's airspace, or when transiting the SFRA, VFR aircraft must be issued a discrete beacon code and a clearance to enter LAX Class B airspace prior to penetration.

4. When any other SOCAL Approach sub-sector is closed, LAX Approach shall assume control of that sub-sector unless otherwise coordinated.

5. The following arrivals are obsolete, and no longer used, despite their continued publication by Jeppesen and the NOAA: DOWNE4 and PDZ4.